A challenge in today's society is to handle a large amount of vehicles traversing an intersection. Traffic lights are often used to control the traffic flow in these intersections. However, there are inefficiencies since the algorithms used to control the traffic lights do not perfectly adapt to the traffic situation. The purpose of this paper is to compare three different types of algorithms used in traffic control systems to find out how to minimize vehicle waiting times. A pretimed, a deterministic and a reinforcement learning algorithm were compared with each other. Test were conducted on a four-way intersection with various traffic demands using the program Simulation of Urban MObility (SUMO). The results showed that the deterministic algorithm performed best for all demands tested. The reinforcement learning algorithm performed better than the pretimed for low demands, but worse for varied and higher demands. The reasons behind these results are the deterministic algorithm's knowledge about vehicular movement and the negative effects the curse of dimensionality has on the training of the reinforcement learning algorithm. However, more research must be conducted to ensure that the results obtained are trustworthy in similar and different traffic situations. / En utmaning i dagens samhälle är att hantera en stor mängd fordon som kör igenom en korsning. Trafikljus används ofta för att kontrollera trafikflödena genom dessa korsningar. Det finns däremot ineffektiviteter eftersom algoritmerna som används för att kontrollera trafikljusen inte är perfekt anpassade till trafiksituationen. Syftet med denna rapport är att jämföra tre typer av algoritmer som används i trafiksystem för att undersöka hur väntetid för fordon kan minimeras. En tidsbaserad, en deterministisk och en förstärkande inlärning-algoritm jämfördes med varandra. Testerna utfördes på en fyrvägskorsning med olika trafikintensiteter med hjälp av programmet Simulation of Urban MObility (SUMO). Resultaten visade att den deterministiska algoritmen presterade bäst för alla olika trafikintensiteter. Inlärningsalgoritmen presterade bättre än den tidsbaserade på låga intensiteter, men sämre på varierande och högre intensiteter. Anledningarna bakom resultaten är att den deterministiska algoritmen har kunskap om hur fordon rör sig samt att dimensionalitetsproblem påverkar träningen av inlärningsalgoritmen negativt. Det krävs däremot mer forskning för att säkerställa att resultaten är pålitliga i liknande och annorlunda trafiksituationer.

Intersection Navigation plays a significant role in autonomous vehicle operation. This paper focuses on enhancing autonomous vehicle intersection navigation through advanced computer vision and Vehicle-to-Infrastructure (V2I) communication systems. The research unfolds in two phases. In the first phase, an approach utilizing YOLOv8s is proposed for precise traffic light detection and recognition, trained on the Small-Scale Traffic Light Dataset (S2TLD). The second phase establishes seamless connectivity between autonomous vehicles and traffic lights in a simulated Mississippi State University Autonomous Vehicle Simulation (MAVS) environment resembling a small city with multiple intersections. This V2I system enables the transmission of Signal Phase and Timing (SPaT) messages to vehicles, providing information on current traffic light phases and time until the next phase change which enables the vehicles to adjust their speed and behavior in real-time. The simulation demonstrates accurate traffic light detection, with vehicles receiving SPaT messages, showcasing the system’s effectiveness in a multi-intersection scenario.

Die Mobilität von Personen und Gütern, insbesondere in Städten, ist der Motor einer Volkswirtschaft. Dieser Motor kommt jedoch ins Stottern, wenn Staubildung im Stadtstraßennetzwerk einsetzt. Eine unvermeidbare Ursache von Staubildung stellen Verkehrsstörfälle dar, die schlimmstenfalls zu Gridlocks führen können. In der Folge werden hohe Kosten für Verkehr, Wirtschaft und Umwelt verursacht. Mit welchen Gegenmaßnahmen kann die Staubildung im Netzwerk effektiv bewältigt werden? Wie können entsprechende Gegenmaßnahmen realistisch noch vor einem praktischen Einsatz bewertet werden? Ausgehend von diesen Fragestellungen, widmet sich diese Dissertation der Entwicklung eines ereignisorientierten Routenwahlmodells für den Stadtstraßenverkehr und eines selbstorganisierten Störfallmanagements als Gegenmaßnahme zur Reduzierung negativer Auswirkungen der Staubildung. Zur Modellierung des Routenwahlverhaltens in ereignisreichen Stadtstraßennetzen wird das ereignisorientierte Routenwahlmodell entwickelt. Der Ausgangspunkt des Modells ist die diskrete Wahltheorie. Entscheidungsprozesse einzelner Autofahrer werden vor und während der Fahrt direkt simuliert. Der Entscheidungsprozess ist dabei maßgeblich von Beobachtungen lokaler Verkehrsbedingungen geprägt. Somit wird nachgebildet, dass Autofahrer flexibel auf unvorhergesehene Ereignisse durch Routenwechsel reagieren können. Auf diese Weise ist eine realistische Simulation des Routenwahlverhaltens von Autofahrern in der Stadt möglich. Das ereignisorientierte Routenwahlmodell ist zudem generisch formuliert. Es lässt sich zur Bewertung von Gegenmaßnahmen für störfallbedingte Staubildung einsetzen und bedient darüber hinaus ein breites Anwendungsspektrum. Der zweite Beitrag dieser Dissertation ist ein selbstorganisiertes Konzept für ein Störfallmanagement in Stadtstraßennetzen als Gegenmaßnahme zur Staubildung. Es vereint zwei lokal wirkende Prinzipien, deren Ausgangspunkte die Lichtsignalanlagen im Stadtnetzwerk sind. Mit verlängerten Rotzeiten werden Fahrzeuge an einer Kreuzung an der Einfahrt in einen Straßenabschnitt gehindert, wenn ein vorgesehener Rückstaubereich ausgeschöpft ist, da andernfalls Blockaden auf den Kreuzungen entstehen. Gleichzeitig werden noch freie Richtungen an der Kreuzung durch verlängerte Grünzeiten attraktiver gestaltet, um Autofahrer zum Umfahren der Staubildung zu motivieren. Die Anwendung der lokalen Wirkungsprinzipien stellt sich vollständig selbstorganisiert, d.h. ohne Vorgabe eines Planers, mit dem Ausmaß der Staubildung im Netzwerk ein. Simulationsstudien in zwei unterschiedlich komplexen Netzwerken haben die Machbarkeit des selbstorganisierten Störfallmanagements nachgewiesen. Gegenüber einem gewöhnlichen Netzwerk konnte für alle untersuchten Störfälle die Akkumulation zusätzlicher Fahrzeuge im Netzwerk während des Störfalls signifikant reduziert werden. / The mobility of people and goods, especially in urban areas, is of significant importance for national economies. However, recurrent congestion in urban road networks, caused by increased traffic demand, considerably restrains mobility on a daily basis. Another significant source of congestion are traffic incidents which even might lead to gridlock situations. Congestion raises high costs for traffic, economy and environment. Which countermeasures should be applied for an effective management of urban congestion? How can appropriate countermeasures be realistically evaluated? Based on these questions, this thesis is devoted to the development of an event-oriented route choice model for urban road traffic and a self-organized incident management strategy as an effective countermeasure for urban congestion. The first contribution of this thesis is an event-oriented route choice model for urban road networks. It is based on discrete choice theory and models decision-making processes of individual motorists before and during their journey. A key aspect of the proposed model is the motorist's ability to observe local traffic conditions. These observations are then included in the decision process. In this way, it can be modeled that motorists respond to unforeseen events by route revisions. This allows a realistic simulation of the route choice behavior of motorists in naturally eventful urban road networks. Furthermore, the event-oriented route choice model is flexibly formulated. It can be used for the evaluation of countermeasures for incident-related congestion and, moreover, allows a wide range of applications. The second contribution of this thesis is a self-organized concept of an incident management strategy in urban road networks as a countermeasure for urban congestion. It combines two locally acting principles on the basis of traffic lights in an urban road network. The inflow of vehicles into a road segment is regulated with restricted or skipped green times as soon as an allocated queuing capacity is depleted. Otherwise, blockages would result on the intersection. At the same time, yet free alternative directions are served with regular or even extended green times and, thus, might become more attractive to the driver than the original congested direction. The application of these local principles is realized in a completely self-organized manner, thereby scaling directly with the extent of congestion in the urban road network. Simulation studies in two networks with different complexity have proven the feasibility of the self-organized incident management. Compared to an ordinary network, the extents of additional vehicles due to investigated incidents were significantly reduced.

A classificação por categoria de 0 a 4 para óculos de sol determina quão claras ou escuras são suas lentes. A norma brasileira, ABNT NBR ISO 12312-1, exige, entre outros requisitos, testes de transmitância da luz visível em óculos de sol (categoria), para que estes sejam classificados como adequados ou não para direção de automóveis. Medidas do grau de escurecimento das lentes de um par de óculos de sol e da atenuação luminosa das luzes de sinais semafóricos são testes propostos para este item da norma. Porém, o público, em geral, não possui meios de testar seus próprios óculos. Um teste padrão de transmitância é trabalhoso, demorado e requer um espectrofotômetro e um profissional treinado. O objetivo deste trabalho é desenvolver um dispositivo portátil capaz de realizar testes de transmitância luminosa e semafórica de acordo com a norma brasileira sendo rápido, preciso e intuitivo, realizando os testes de forma automática sem exigir do usuário qualquer treinamento prévio. Diferentemente dos dois sistemas anteriormente desenvolvidos no Laboratório de Instrumentação Oftálmica (LIO), para testes de transmitância, este dispositivo é embarcado e atende à norma atual lançada em 2015, que não estava em vigor na época em que os demais foram desenvolvidos. O desafio para se construir um sistema embarcado é a combinação de fontes luminosas e sensores necessária para se obter padrões espectrais similares aos da norma. Foi desenvolvido e construído um protótipo microcontrolado usando a combinação de um LED branco com o sensor TCS3472. Esta combinação gera quatro funções de ponderação distintas, que foram combinadas linearmente resultando em funções de ponderação próximas às da norma para as medições desejadas. Foram medidos transmitância luminosa e quocientes de atenuação visual para luzes semafóricas de 128 lentes de óculos de sol com o protótipo e com um padrão-ouro, o espectrofotômetro Cary 5000 da VARIAN. O método de Bland-Altman foi usado para análise de concordância entre ambos os métodos de medição. Para valores de transmitância luminosa, foram adotados 0,5 % e 6 % como valores a partir dos quais o valor absoluto do viés é significativo e a amplitude do intervalo de confiança, grande, respectivamente. Para valores dos quocientes de atenuação, 0,1 e 0,4; respectivamente. O viés não foi significativo para nenhuma das medições. O intervalo dos limites de concordância de 95% foi amplo para medição de transmitância luminosa e do quociente para luz azul e estreito para as demais, considerando-se os valores-limites previamente definidos para vieses e para limites de concordância. Assim, dentro da tolerância definida, medições com o protótipo e com o padrão-ouro são equivalentes para quociente de atenuação para as luzes vermelha, amarela e verde. Apesar de nem todas as medições do protótipo serem equivalentes às do padrão-ouro, os resultados apresentaram boa exatidão, com apenas 5 das 128 lentes classificadas erroneamente quanto à adequação para direção (2 por transmitância luminosa, 1 por luz vermelha e 2 por luz azul). O protótipo proporciona ao público uma forma de obter informações sobre seus próprios óculos de sol e sobre a importância do uso de óculos adequados durante a direção de veículos. / Category rating ranging from 0 to 4 determines how light or dark sunglasses lenses are. Category measurements and how much traffic signal colors are attenuated are required tests by brazilian standard ABNT NBR ISO 12312-1 and are known as transmittance tests. Brazilian standard also establishes requirements for sunglasses to be suitable for driving. However, people often do not have means to measure their own sunglasses. A standard transmittance test is laborious, time-consuming and it requires a spectrophotometer and a skilled technician. The goal of this study was to develop not only a single device capable to perform luminous and traffic light transmittance tests according to brazilian standard, but also an easy-to-use, quick, accurate and portable device, which runs the tests by itself in a way anyone can operate it without any training. Unlike the two systems previously developed in the Ophthalmic Instrumentation Laboratory (LIO) for transmittance tests, that one does not contain a computer, but a microcontroller. Also, it complies with current standard, which has been released in 2015, and previous systems are based on 2013 standard version. A microcontrolled prototype was developed and built using a white LED and TCS3472 sensor combination. This combination generates four different weighting functions that were linearly combined resulting in weighting functions similar to the standard ones for luminous and traffic light transmittances. Using our prototype and a gold standard (VARIAN Cary 5000 spectrophotometer), luminous transmittance and relative attenuation quotients for traffic lights were measured in 128 sunglasses lenses. Bland-Altman method was used to assess concordance between both measurement methods. The bias was insignificant for all measurement and the limits of agreement were broad for luminous transmittance and for relative attenuation quotient for blue light detection, and narrow for all the others. Thus, within the predefined tolerance, prototype measurements are equivalent to gold standard ones for relative attenuation quotients for red, yellow and green light detection. Despite not all prototype measurements being equivalent to gold standard ones, results were accurate; only 5 from 128 lenses were incorrectly classified as to suitability for driving (2 for luminous transmittance, 1 for red light quotient and 2 for blue light quotient). Our device aims to provide to general public a mean to obtain information about their own sunglasses and the importance to use suitable sunglasses while driving.

Submitted by Maria Aparecida (cidazen@gmail.com) on 2017-04-24T13:52:10Z No. of bitstreams: 1 Julio Cesar da Silva Soares.pdf: 1645821 bytes, checksum: e32d7384c0a6f1999bc7eb190dcd7a05 (MD5) / Made available in DSpace on 2017-04-24T13:52:10Z (GMT). No. of bitstreams: 1 Julio Cesar da Silva Soares.pdf: 1645821 bytes, checksum: e32d7384c0a6f1999bc7eb190dcd7a05 (MD5) Previous issue date: 2017-03-22 / FAPEMA / Urban roads are very complex. The increase in the flow of vehicles in the cities has contributed to traffic accidents. Researches for accident reduction show that the traffic lights are effective in reducing accidents. Traffic lights can minimize the occurrence of accidents at intersections and crosswalks. The implementation of traffic light signals shows significant advantages, otherwise reveals some problems such as the failure to detect road signs by drivers on urban roads. This fact is related to excessive visual information, the stress of the drivers and/or eyestrain makes the drivers lose their attention. These reasons motivated researches about intelligent vehicles. This work aims to develop a methodology to detect and recognize traffic lights, to be applied in smart vehicles. This methodology can contribute to the Advanced Driver Support Systems (ADAS), which assists drivers, especially those with partial vision impairment. Image processing techniques are used to develop the detection methodology. Back project and global thresholding are combined to find light points. Local thresholding techniques are applied to calculate the symmetry between the radius and the center of the light points to segment the traffic light body. The first step got an average rate of 99% of detection. The features of the traffic lights are extracted using Haralick texture measures, with the inclusion of color and shape information. The data generated by the feature extraction step were preprocessed using the SMOTE technique to balance the database. The recognition and identification of the traffic lights state are made by an artificial neural network using Multilayer-Perceptron (MLP). The backpropagation learning algorithm are used in the network training. The validation results show an average recognition rate of 98%. / As vias urbanas estão cada vez mais complexas e o acréscimo no fluxo de veículos nas cidades de médio e grande porte vem contribuindo para a elevação do número de acidentes. Pesquisas apontam que os sinais de trânsito são eficientes na redução do número de acidentes. A implantação de sinais de trânsito apresentam vantagens relevantes, mas por outro lado revelam alguns problemas, como a dificuldade na detecção de sinais de trânsito pelos condutores em vias urbanas. Este fato está relacionado à quantidade de informações visuais nas vias, ao estresse dos motoristas e/ou à fadiga visual destes, que fazem os motoristas desviarem sua atenção da sinalização. Estas razões motivaram muitas pesquisas nos últimos anos, sobre o tema veículos inteligentes. Assim, o presente trabalho propõe uma metodologia para detectar e reconhecer semáforos de trânsito para ser aplicada em veículos inteligentes, podendo contribuir para os Advanced Driver Support Systems - ADAS (Sistema Avançado de Auxílio ao Motorista), e que auxilie os motoristas, em especial aqueles com deficiência parcial da visão. Além disso, o sistema desenvolvido é capaz de identificar o estado do semáforo e indicar ao condutor se ele deve parar ou prosseguir, contribuindo assim para a redução de acidentes de transito. Para o desenvolvimento do algoritmo de detecção, utilizaram-se técnicas de processamento de imagens, através de histograma retroprojetado e limiarização global para detectar pontos de luzes. A limiarização local é aplicada para o cálculo de simetria entre o raio e o centro dos pontos de luzes, com a finalidade de segmentar o corpo do semáforo, onde se obteve uma taxa média de detecção de 99%. As características dos semáforos foram extraídas utilizando os atributos de Haralick, com a inclusão de informações de cor e forma. Os dados gerados pela extração de características foram pré-processados utilizando a técnica de SMOTE para balancear a base de dados. O reconhecimento e a identificação do estado do semáforo foram realizados por uma rede neural artificial do tipo Multilayer Perceptron (MLP). No treinamento da rede se utilizou o algoritmo de aprendizagem backpropagation e a separação de dados para treinamento e validação. Os resultados da validação mostraram uma taxa média de reconhecimento de 98%.

A classificação por categoria de 0 a 4 para óculos de sol determina quão claras ou escuras são suas lentes. A norma brasileira, ABNT NBR ISO 12312-1, exige, entre outros requisitos, testes de transmitância da luz visível em óculos de sol (categoria), para que estes sejam classificados como adequados ou não para direção de automóveis. Medidas do grau de escurecimento das lentes de um par de óculos de sol e da atenuação luminosa das luzes de sinais semafóricos são testes propostos para este item da norma. Porém, o público, em geral, não possui meios de testar seus próprios óculos. Um teste padrão de transmitância é trabalhoso, demorado e requer um espectrofotômetro e um profissional treinado. O objetivo deste trabalho é desenvolver um dispositivo portátil capaz de realizar testes de transmitância luminosa e semafórica de acordo com a norma brasileira sendo rápido, preciso e intuitivo, realizando os testes de forma automática sem exigir do usuário qualquer treinamento prévio. Diferentemente dos dois sistemas anteriormente desenvolvidos no Laboratório de Instrumentação Oftálmica (LIO), para testes de transmitância, este dispositivo é embarcado e atende à norma atual lançada em 2015, que não estava em vigor na época em que os demais foram desenvolvidos. O desafio para se construir um sistema embarcado é a combinação de fontes luminosas e sensores necessária para se obter padrões espectrais similares aos da norma. Foi desenvolvido e construído um protótipo microcontrolado usando a combinação de um LED branco com o sensor TCS3472. Esta combinação gera quatro funções de ponderação distintas, que foram combinadas linearmente resultando em funções de ponderação próximas às da norma para as medições desejadas. Foram medidos transmitância luminosa e quocientes de atenuação visual para luzes semafóricas de 128 lentes de óculos de sol com o protótipo e com um padrão-ouro, o espectrofotômetro Cary 5000 da VARIAN. O método de Bland-Altman foi usado para análise de concordância entre ambos os métodos de medição. Para valores de transmitância luminosa, foram adotados 0,5 % e 6 % como valores a partir dos quais o valor absoluto do viés é significativo e a amplitude do intervalo de confiança, grande, respectivamente. Para valores dos quocientes de atenuação, 0,1 e 0,4; respectivamente. O viés não foi significativo para nenhuma das medições. O intervalo dos limites de concordância de 95% foi amplo para medição de transmitância luminosa e do quociente para luz azul e estreito para as demais, considerando-se os valores-limites previamente definidos para vieses e para limites de concordância. Assim, dentro da tolerância definida, medições com o protótipo e com o padrão-ouro são equivalentes para quociente de atenuação para as luzes vermelha, amarela e verde. Apesar de nem todas as medições do protótipo serem equivalentes às do padrão-ouro, os resultados apresentaram boa exatidão, com apenas 5 das 128 lentes classificadas erroneamente quanto à adequação para direção (2 por transmitância luminosa, 1 por luz vermelha e 2 por luz azul). O protótipo proporciona ao público uma forma de obter informações sobre seus próprios óculos de sol e sobre a importância do uso de óculos adequados durante a direção de veículos. / Category rating ranging from 0 to 4 determines how light or dark sunglasses lenses are. Category measurements and how much traffic signal colors are attenuated are required tests by brazilian standard ABNT NBR ISO 12312-1 and are known as transmittance tests. Brazilian standard also establishes requirements for sunglasses to be suitable for driving. However, people often do not have means to measure their own sunglasses. A standard transmittance test is laborious, time-consuming and it requires a spectrophotometer and a skilled technician. The goal of this study was to develop not only a single device capable to perform luminous and traffic light transmittance tests according to brazilian standard, but also an easy-to-use, quick, accurate and portable device, which runs the tests by itself in a way anyone can operate it without any training. Unlike the two systems previously developed in the Ophthalmic Instrumentation Laboratory (LIO) for transmittance tests, that one does not contain a computer, but a microcontroller. Also, it complies with current standard, which has been released in 2015, and previous systems are based on 2013 standard version. A microcontrolled prototype was developed and built using a white LED and TCS3472 sensor combination. This combination generates four different weighting functions that were linearly combined resulting in weighting functions similar to the standard ones for luminous and traffic light transmittances. Using our prototype and a gold standard (VARIAN Cary 5000 spectrophotometer), luminous transmittance and relative attenuation quotients for traffic lights were measured in 128 sunglasses lenses. Bland-Altman method was used to assess concordance between both measurement methods. The bias was insignificant for all measurement and the limits of agreement were broad for luminous transmittance and for relative attenuation quotient for blue light detection, and narrow for all the others. Thus, within the predefined tolerance, prototype measurements are equivalent to gold standard ones for relative attenuation quotients for red, yellow and green light detection. Despite not all prototype measurements being equivalent to gold standard ones, results were accurate; only 5 from 128 lenses were incorrectly classified as to suitability for driving (2 for luminous transmittance, 1 for red light quotient and 2 for blue light quotient). Our device aims to provide to general public a mean to obtain information about their own sunglasses and the importance to use suitable sunglasses while driving.

Die vorliegende Dissertationsschrift widmet sich zwei Zielen: Mittels Induktionsschleifen-Detektoren einerseits die Verkehrsregelung an Knotenpunkten durch die Minimierung von Fahrzeughalten zu verbessern, und andererseits eine Veränderung der Verkehrsqualität durch die Schätzung von Kfz-Wartezeiten automatisiert zu erheben. Im ersten Teil wird ein modellbasiertes Steuerverfahren entwickelt, das Grünzeiten verkehrsabhängig und lokal anpasst. Es kann sehr gut in eine übergeordnete Steuerung zur Koordinierung in Verkehrsnetzen eingebunden werden und überlässt dieser die Optimierung von Phasenfolgen, Umlauf- und Versatzzeiten. Um auch bei hohen Auslastungen Kapazitäten bestmöglich zu nutzen, priorisiert es zunächst die Leerung von Warteschlangen. Anschließend erfolgt die Anpassung der Grünzeiten zwischen einer minimalen und maximalen Dauer so, dass Fahrzeughalte minimiert werden. Dafür werden Detektoren in ausreichender Entfernung im Zufluss einer Kreuzung verwendet, um Fahrzeugankünfte an der Haltelinie für die aktuelle und die nächste Phase zu prognostizieren. Bei der sich anschließenden Bilanzierung potenzieller Fahrzeughalte und der Wahl des günstigsten Umschaltzeitpunktes kann auf zusätzliche Modellannahmen verzichtet werden. Die Simulationsergebnisse zeigen, dass bei einer Minimierung der Fahrzeughalte gleichzeitig eine Reduktion von Wartezeiten möglich ist. Im zweiten Teil werden Kfz-Wartezeiten auf Basis der meist bereits vorhandenen Induktionsschleifen-Detektoren im Zufluss und im Abfluss einer Kreuzung geschätzt. Dafür werden die Zeitpunkte der Fahrzeugüberfahrten an einem Zufluss- und einem Abflussquerschnitt getrennt gemessen werden. Aus ihnen wird jeweils ein mittlerer Überfahrzeitpunkt ermittelt und nach Berücksichtigung der freien Fahrzeit eine mittlere Wartezeit geschätzt. Messintervalle an beiden Querschnitten, die um die mittlere freie Fahrzeit versetzt sind, sowie eine unbedingte Warteschlangenleerung am Ende einer Messung sollen sicherstellen, dass potenziell dieselben Fahrzeuge erfasst werden. Auf eine Fahrzeugwiedererkennung und damit auf eine Ausrüstung mit zusätzlicher Technik kann dadurch verzichtet werden. Damit sich das Verfahren für den Praxiseinsatz eignet, muss es möglichst robust gegenüber zufälligen Detektorfehlern sein. Dafür wird ein Fehlermodell entwickelt und mögliche Abweichungen gegenüber einer korrekten Messung untersucht. Aufgrund der unabhängigen Berechnung von mittleren Überfahrzeiten aus der getrennten Messung im Zufluss und im Abfluss zeigt sich, dass zufällige Fehler nicht zu systematischen Abweichungen in der Wartezeitschätzung führen.

Background: The whole of society is facing major challenges regarding the ongoing climate change and the possibility of creating sustainable development. This also largely applies to today's trafficsystem, which needs to change to more sustainable trffic system. Increased active travel is a nescessery for reaching the set goals that exist when it comes to sustainable travel. Increased active travel will lead to more unprotected road users in the trafficsystem, one group of unprotected road users are pedestrians. An increased number of pedestrians in the trafficsystem requires additional efforts to ensure traffic safety for that group. Method: An scoping review is carried out in which police and legislative measures aimed at increasing road safety for pedestrians are evaluated. The purpose of the study is to gain knowledge about what measures the current research proposes to increase traffic safety and to come up with proposals for additional areas where more research is needed. The study builds on two previous literature studies that superficially touched on the subject. Seven scientific articles are taken from these literature studies, a further 13 scientific articles are selected after a literature search. A total of 20 scientific articles that meet the inclusion criteria are included and analyzed. In order to assess whether Swedish authorities implement effective police and legislative measures with the aim of increasing traffic safety for pedestrians, a comparison is made between the measures proposed by the research and the measures that two Swedish authorities, the Swedish Transport Agency and the Swedish Police Agency, present in their documents Aktionsplan för säker vägtrafik 2022–2025 - 250 åtgärder som 33 myndigheter och aktörer avser att vidta för ökad trafiksäkerhet samt Polismyndighetens strategi inom trafiksäkerhetsarbetet. Results: The study shows that targeted police measures aimed at fining individuals who break traffic rules in a certain place during a certain time have a positive effect on pedestrian traffic safety. The focus should be on increasing rule compliance and reducing the number of speed limit violations by motorists, as well as encouraging pedestrians not to walk against red lights. The legislative measures that the scoping review shows have the best effect are lowering the speed limit and car-free zones on stretches of road where many pedestrians are moving. Conclusions: The conclusions that thos scoping review draws are that further research is required in the connection between reduced average speed and the number of traffic accidents which leads to personal injuries to pedestrians, as well as the part of police and legislative measures in different action programs that include several different measures that are implemented together. The police authority is working towards a reduced average speed of motorists through targeted police measures, which is in line with the measures proposed by the existing research in the area. However, there is nothing in the document about targeted police measures against pedestrians in order to increase rule compliance by that group, which is something that the Police Authority is recommended to develop. In the Swedish Transport Agency's action plan for the years 2022-2025, no measures are mentioned to increase pedestrian traffic safety linked to traffic accidents. Only measures to reduce the number of fall injuries are presented. The Swedish Transport Agency is therefore recommended to further develop its action plan and also have it include legislative measures such as reduced speed limits or car-free zones on road sections where many pedestrians move.

Τα αυτοκινητιστικά δυστυχήματα αποτελούν μια από τις κυριότερες αιτίες θανάτου παγκοσμίως. Ο αυξανόμενος αριθμός τους οδήγησε στην συνειδητοποίηση ότι η χρήση προηγμένης τεχνολογίας για την κατασκευή ασφαλέστερων οχημάτων είναι απαραίτητη για την μείωση των ατυχημάτων και κατά συνέπεια των θανάτων που οφείλονται σε αυτά. Από τη στιγμή που οι τεχνολογικές εξελίξεις επέτρεψαν την ενσωμάτωση φθηνών, χαμηλής κατανάλωσης συστημάτων με μεγάλη επεξεργαστική ταχύτητα σε οχήματα, κατέστη προφανές ότι περίπλοκες τεχνικές υπολογιστικής όρασης μπορούσαν πλέον να χρησιμοποιηθούν για την υποβοήθηση της οδήγησης. Σε αυτή την κατεύθυνση, η παρούσα διατριβή εστιάζει στην ανάπτυξη καινοτόμων λύσεων για διαφορετικά κομμάτια που εμπλέκονται στα προηγμένα συστήματα υποβοήθησης του οδηγού. Πιο συγκεκριμένα, σε αυτή την διατριβή προτείνονται καινοτόμα υποσυστήματα για την αναγνώριση σημάτων οδικής κυκλοφορίας, την αναγνώριση φωτεινών σηματοδοτών, τον εντοπισμό προπορευόμενου οχήματος και τον εντοπισμό δρόμου. Οι τεχνικές που χρησιμοποιήθηκαν για την ανάπτυξη των προτεινόμενων λύσεων βασίζονται στην χρωματική επεξεργασία εικόνας με έμφαση στην ανεξαρτησία από την φωτεινότητα της σκηνής, στην χρήση πληροφορίας συμμετρίας για τον εντοπισμό χαρακτηριστικών αντικειμένων (όπως σήματα οδικής κυκλοφορίας, φωτεινοί σηματοδότες και οχήματα), στην χώρο-χρονική παρακολούθηση των εντοπισμένων αντικειμένων και στην αυτόματη κατάτμηση εικόνας για τον εντοπισμό δρόμου. Τα προτεινόμενα συστήματα αναπτύχθηκαν με στόχο την ανθεκτικότητα σε αλλαγές της φωτεινότητας ή τις καιρικές συνθήκες, καθώς και στην οδήγηση σε απαιτητικά περιβάλλοντα. Επίσης, έχει δοθεί ιδιαίτερη έμφαση στην προοπτική υλοποίησης συστημάτων πραγματικού χρόνου. Τα αποτελέσματα που παρουσιάζονται σε αυτή την διατριβή αποδεικνύουν την ανωτερότητα των προτεινόμενων μεθόδων έναντι αντίστοιχων της σχετικής βιβλιογραφίας, ειδικά στις περιπτώσεις του εντοπισμού προπορευόμενου οχήματος και του εντοπισμού δρόμου. Ελπίζουμε ότι μέρη της έρευνας αυτής θα εμπνεύσουν νέες προσεγγίσεις για τις μελλοντικές υλοποιήσεις αντίστοιχων συστημάτων. / Traffic accidents are one of the main reasons for the loss of human lives worldwide. Their increasing number has led to the realization that the use of advanced technology for manufacturing safer vehicles is imperative for limiting casualties. Since technological breakthroughs allowed the incorporation of cheap, low consumption systems with high processing speeds in vehicles, it became apparent that complex computer vision techniques could be used to assist drivers in navigating their vehicles. In this direction, this thesis focuses on providing novel solutions for different tasks involved in advanced driver assistance systems. More specifically, this thesis proposes novel sub-systems for traffic sign recognition, traffic light recognition, preceding vehicle detection and road detection. The techniques used for developing the proposed solutions are based on color image processing with a focus on illumination invariance, using symmetry information for man-made objects (like traffic signs, traffic lights and vehicles) detection, spatiotemporal tracking of detected results and automated image segmentation for road detection. The proposed systems were implemented with a goal of robustness to changes of illumination and weather conditions, as well as to diverse driving environments. A special focus on the prospect for real-time implementation has also been given. The results presented in this thesis indicate the superiority of the proposed methods to their counterparts found in relevant literature in both normal and challenging conditions, especially in the cases of preceding vehicle detection and road detection. Hopefully, parts of this research will provide new insights for future developments in the field of intelligent transportation.

In AP 1.4 wurde ein Verfahren zur Schaltzeitprognose verkehrsabhängiger Lichtsignalanlagen entwickelt, welches auf eine Vielzahl weiterer Lichtsignalanlagen anwendbar ist. Weiterhin wurden (AP.1.4.5) im Bereich der spurgenauen Ortung, die auf Basis von GPS ermittelten Positionen durch Fusion mit anderen Sensordaten, wie der axialen Beschleunigungen und den Drehraten um die Fahrzeughochachse sowie der Einbeziehung einer digitalen Karte (Digital Enhanced Map), diese hinsichtlich einer Spurdetektion weiterhin verbessert. Im Bereich der Datenübertragung (LSA-Fzg.) konnte die erste Teilstrecke von der Verkehrsmanagementzentrale zum Serviceprovider im Labor untersucht werden. In AP 2.1 wurde eine auf der optimalen Steuerung basierte Methode zum Energiemanagement von seriellen Hybriden entwickelt. Die optimale Ansteuerung von Motor-Start-Stopp, Gangwahl und Momentenaufteilung wird modellprädiktiv unter Beachtung des Kraftstoffverbrauchs und der Schademissionen berechnet. Nach Anpassung auf praktische Randbedingungen, lässt sich diese Methode in zukünftigen Hybridfahrzeugen als optimales Energiemanagement nutzen. Die in AP 3.1 entwickelte Softwareumgebung zur gekoppelten Fahrzeug und Verkehrssimulation wurde an Beispielszenarien getestet. Für ein Modell der Versuchsstrecke wurde umfangreiche Analysen des Ampelassistenzfunktion in komplexen Verkehrsszenarien durchgeführt. Für eine Variation verschiedener Parameter, wie Wirkreichweite, Verkehrsstärke, usw. konnten Aussagen über das Potential getroffen werden. In Zusammenarbeit mit AP 3.3 wurde ein Ampelassistenzsystem und die Ansteuerung des Active-Force-Feedback Pedals im Demonstrator implementiert. In AP 3.3 wurde ein Konzept zur Darstellung von LSA-Daten im Fahrzeug erarbeitet. Dieses wurde in einem Versuchsträger umgesetzt. Dazu wurde der Versuchsträger hardwareseitig ertüchtigt, und für die Untersuchung verschiedener Varianten der Darstellung eingesetzt.