Vehicle stops and speed variations account for a large percentage of vehicle fuel losses especially at signalized intersections. Recently, researchers have attempted to develop tools that reduce these losses by capitalizing on traffic signal information received via vehicle connectivity with traffic signal controllers. Existing state-of-the-art approaches, however, only consider surrogate measures (e.g. number of vehicle stops, time spent accelerating and decelerating, and/or acceleration or deceleration levels) in the objective function and fail to explicitly optimize vehicle fuel consumption levels. Furthermore, the majority of these models do not capture vehicle acceleration and deceleration limitations in addition to vehicle-to-vehicle interactions as constraints within the mathematical program. The connectivity between vehicles and infrastructure, as achieved through Connected Vehicles technology, can provide a vehicle with information that was not possible before. For example, information on traffic signal changes, traffic slow-downs and even headway and speed of lead vehicles can be shared. The research proposed in this dissertation uses this information and advanced computational models to develop fuel-efficient vehicle trajectories, which can either be used as guidance for drivers or can be attached to an electronic throttle controlled cruise control system. This fuel-efficient cruise control system is known as an Eco-Cooperative Adaptive Cruise Control (ECACC) system. In addition to the ECACC presented here, the research also expands on some of the key eco-driving concepts such as fuel-optimizing acceleration models, which could be used in conjunction with conventional vehicles and even autonomous vehicles, or assistive systems that are being implemented in vehicles. The dissertation first presents the results from an on-line survey soliciting driver input on public perceptions of in-vehicle assistive devices. The results of the survey indicate that user-acceptance to systems that enhance safety and efficiency is ranked high. Driver–willingness to use advanced in-vehicle technology and cellphone applications is also found to be subjective on what benefits it has to offer and safety and efficiency are found to be in the top list. The dissertation then presents the algorithmic development of an Eco-Cooperative Adaptive Cruise Control system. The modeling of the system constitutes a modified state-of-the-art path-finding algorithm within a dynamic programming framework to find near-optimal and near-real-time solutions to a complex non-linear programming problem that involves minimizing vehicle fuel consumption in the vicinity of signalized intersections. The results demonstrated savings of up to 30 percent in fuel consumption within the traffic signalized intersection vicinity. The proposed system was tested in an agent-based environment developed in MATLAB using the RPA car-following model as well as the Society of Automobile Engineers (SAE) J2735 message set standards for vehicle-to-infrastructure (V2I) and vehicle-to-vehicle (V2V) communication. The results showed how multi-vehicle interaction enhances usability of the system. Simulation of a calibrated real intersection showed average fuel savings of nearly 30 percent for peak volumes. The fuel reduction was high for low volumes and decreased as the traffic volumes increased. The final testing of the algorithm was done in an enhanced Traffic Experimental Simulation tool (eTEXAS) that incorporates the conventional TEXAS model with a new web-service interface as well as connected vehicle message set dictionary. This testing was able to demonstrate model corrections required to negate the effect of system latencies as well as a demonstration of using SAE message set parsing in a connected vehicle application. Finally, the dissertation develops an integrated framework for the control of autonomous vehicle movements through intersections using a multi-objective optimization algorithm. The algorithm integrated within an existing framework that minimizes vehicle delay while ensuring vehicles do not collide. A lower-level of control is introduced that minimizes vehicle fuel consumption subject to the arrival times assigned by the upper-level controller. Results show that the eco-speed control algorithm was able to reduce the overall fuel-consumption of autonomous vehicles passing through an intersection by 15 percent while maintaining the 80 percent saving in delay when compared to a traditional signalized intersection control. / Ph. D.

Drivers' mistakes in making immediate decision facing yellow signal interval to stop or go through the intersection is one of main factors contributing to intersection's safety. Incorrect decision might lead to a red light running and a right-angle Collison when passing through the intersection or a rear-end collision when failing to stop safely.Improperly timed traffic signal intervals result in the inability of the drivers to make the right decision and can place them in the dilemma zone. Advance warning systems (AWS) have been used to provide information about the downstream traffic signal change prior to approaching the intersection. On the other hand, advance warning systems increase drivers approach speed according to the literature. However, effect of AWS on dilemma zone has not been studied before. The goal of this thesis is to minimize the number of vehicles caught in dilemma zone by determining more precise boundaries for dilemma zone and to reduce the number of red light violations by predicting the red light runners before arriving to the intersection. Here, dilemma zone boundaries at the presence of AWS has been reexamined with the aid of a large dataset (more than 1870 hours of data for two different intersections). Upper dilemma zone boundaries found to be higher for the intersections with AWS. This is due to vehicles' increasing the speed at the flashing yellow sings to escape the dilemma zone.Moreover, an algorithm for predicting red light runners and distinguishing them from right turners is presented. / Master of Science

Intersection crashes are among the most frequent and lethal crash modes in the United States. Intersection Advanced Driver Assistance Systems (I-ADAS) are an emerging active safety technology which aims to help drivers safely navigate through intersections. One primary function of I-ADAS is to detect oncoming vehicles and in the event of an imminent collision can (a) alert the driver and/or (b) autonomously evade the crash. Another function of I-ADAS may be to detect and prevent imminent traffic signal violations (i.e. running a red light or stop sign) earlier in the intersection approach, while the driver still has time to yield for the traffic control device. This dissertation evaluated the capacity of I-ADAS to prevent U.S. intersection crashes and mitigate associated injuries. I-ADAS was estimated to have the potential to prevent up to 64% of crashes and 79% of vehicles with a seriously injured driver. However, I-ADAS effectiveness was found to be highly dependent on driver behavior, system design, and intersection/roadway characteristics. To generate this result, several studies were performed. First, driver behavior at intersections was examined, including typical, non-crash intersection approach and traversal patterns, the acceleration patterns of drivers prior to real-world crashes, and the frequency, timing, and magnitude of any crash avoidance actions. Second, two large simulation case sets of intersection crashes were generated from U.S. national crash databases. Third, the developed simulation case sets were used to examine I-ADAS performance in real-world crash scenarios. This included examining the capacity of a stop sign violation detection algorithm, investigating the sensor detection needs of I-ADAS technology, and quantifying the proportion of crashes and seriously injuries that are potentially preventable by this crash avoidance technology. / Ph. D.

The subject of this diploma thesis is variant design of adaptation of T- intersection to crossroad at Frýdek-Místek. At first, there was made traffic forecast of generated traffic from regional planning. After that, there were made traffic forecast from relocation of road II/477. Then for every traffic forecast there were made two more variants of designs. The first variant is designed by one lane roundabout and signal-controlled intersection with signal timing plan. The second and the third variant are designed by turbo roundabout and signal-controlled intersection with signal timing plan. All variants have their own capacity analysis.

This thesis consists of five scientific articles oriented towards capacity. Managing capacity constraints with associated delays is a big issue at new design as well as at trimming existing traffic facilities. In larger Swedish cities these challenges have become more and more important as a result of growing traffic demand due to rapid population increase.Models for estimating capacity and delay are available, but not many are calibrated for Swedish conditions due to the high effort required. This thesis documents development and calibration of new models for motorway links, entry and exit lanes and weaving areas and an developed space-time model with the ability to calculate queue length, delay, etc.The first article is focused on identifying weaknesses in the former Swedish capacity method for motorways, and development of new models overcoming these shortcomings. The development includes new models for jam density at queue, capacity in weaving areas and fundamental flow-density relationships for 15 different highway types for inclusion in the new Swedish capacity manual.The second article describes the development of a Swedish motorway space-time model to estimate travel times and queues in oversaturated conditions based on the American FREEVAL model in Highway Capacity Manual 2010 (HCM 2010). Calibration and validation of the model has been performed with data from the Motorway Control System (MCS) in Stockholm. A good correspondence was obtained for most cases, but further calibration and validation efforts are required for entry and exit lanes.The third article describes further development of the intersection model in the Swedish microscopic model “Rural Traffic Simulator (RuTSim). This is a continuation of the work documented in the author’s licentiate thesis published in 2002. The development focused on simulation of intersections using a new concept on lane use not included in the old RuTSim model. The model describes Swedish rural intersections with flared approaches providing a non-discreet lane use due to vehicle types in queue. New data for calibration and validation data was also generated. The validation results showed good correspondence between simulated and empirical delay results. The new intersection model is now implemented in RuTSim, providing new tools for estimation of capacity, delay and queue length already included in Swedish guidelines and capacity manuals/software (Capcal).The fourth article describes the development of a new capacity model for roadwork zones. Focus is on the resulting capacity of one lane due to several reduction factors. These factors include impacts of closed road shoulders, reduction of number of lanes, diversion of traffic to the opposite carriageway, commuting traffic, length of work zone, lane width and type of road work. The first two correction factors were successfully validated in a full-scale test on the E6 motorway in Gothenburg.The fifth article describes development and implementation of a new harmonization algorithm for MCS systems on motorways designed to increase bottleneck capacity and throughput. Two different models were developed, one of which was implemented in the existing MCS system on E4 Södertäljevägen south of Stockholm. Full-scale trials were carried out with a model based on trigger levels in terms of flow. The second model based on the difference in the variance of speed during two following time periods was tested offline also with very good results. / <p>QC 20160429</p>

<p>Istraživanje koje je sprovedeno u okviru disertacije poslužilo je za definisanje matematičkog modela koji se može primeniti u postupku određivanja nivoa usluge za nesignalisane pešačke prelaze. Formirani model za proračun stepena propuštanja pešaka u uslovima lokalnog odvijanja saobraćaja zavisi od protoka pešaka i vozila, strukture saobraćajnog toka (učešće autobusa i teretnih vozila) i smera kretanja vozila na lokaciji pešačkog prelaza. U okviru disertacije izvršena je analiza pešačkih intervala prilikom prelaska kolovoza. Uporednom analizom prihvatljivih i kritičnih intervala dobijen je model ponašanja pešaka u zavisnosti od karakteristika lokacije nesignalisanog pešačkog prelaza. Utvrđena je zavisnost između dužine prihvaćenih intervala pešaka prilikom prelaska kolovoza i uslova odvijanja saobraćaja, polnih karakteristika pešaka i broja pešaka koji prelaze kolovoz na nesignalisanom pešačkom prelazu.</p> / <p>The study, which was conducted within the thesis, has served to define a mathematical model that can be applied in the process of determining the level of service at unsignalized pedestrian crossings. The formed model for motorist yield rate, in terms of the local pedestrian traffic flow, depends on pedestrian and vehicular flow rate, traffic flow structure (the share of buses and freight vehicles), and vehicle moving at the location of a pedestrian crossing. The pedestrian gap acceptance behaviour has also been analysed. Comparative analysis of acceptable and critical pedestrian gap was conducted. Model of pedestrian behaviour, which depending on the site characteristics, was formed and it has been proven a correlation between the length of the accepted pedestrian gaps and the roadway and traffic conditions, gender characteristics and the number of pedestrians at unsignalized crossings.</p>

The thesis is destined mainly for high school teachers and students of descriptive geometry. Above all it deals with the intersection and the construction of pyramids and prisms in projections. Students can meet with these phenomena at high schools during lessons of descriptive geometry. The constructions of the intersections of figures are demonstrated on solved tasks. The tasks are processed in graphic programmes GeoGebra and Cabri 3D prospering from the following advantages and facilities of these programmes: a stepping of the construction, a contour accentuation or a secretion of auxiliary lines etc. Besides these solved tasks, there are also some unsolved tasks for practice at the ends of chapters. The introductory chapter contains definitions and characters of common polyhedrons and regular (Platonic) figures. The thesis consists of web sites, a printed version and an enclosed printed version in .pdf format.

<p>The accurate description of ground and electronic excited states is an important and challenging topic in quantum chemistry. The pairing matrix fluctuation, as a counterpart of the density fluctuation, is applied to this topic. From the pairing matrix fluctuation, the exact electron correlation energy as well as two electron addition/removal energies can be extracted. Therefore, both ground state and excited states energies can be obtained and they are in principle exact with a complete knowledge of the pairing matrix fluctuation. In practice, considering the exact pairing matrix fluctuation is unknown, we adopt its simple approximation --- the particle-particle random phase approximation (pp-RPA) --- for ground and excited states calculations. The algorithms for accelerating the pp-RPA calculation, including spin separation, spin adaptation, as well as an iterative Davidson method, are developed. For ground states correlation descriptions, the results obtained from pp-RPA are usually comparable to and can be more accurate than those from traditional particle-hole random phase approximation (ph-RPA). For excited states, the pp-RPA is able to describe double, Rydberg, and charge transfer excitations, which are challenging for conventional time-dependent density functional theory (TDDFT). Although the pp-RPA intrinsically cannot describe those excitations excited from the orbitals below the highest occupied molecular orbital (HOMO), its performances on those single excitations that can be captured are comparable to TDDFT. The pp-RPA for excitation calculation is further applied to challenging diradical problems and is used to unveil the nature of the ground and electronic excited states of higher acenes. The pp-RPA and the corresponding Tamm-Dancoff approximation (pp-TDA) are also applied to conical intersections, an important concept in nonadiabatic dynamics. Their good description of the double-cone feature of conical intersections is in sharp contrast to the failure of TDDFT. All in all, the pairing matrix fluctuation opens up new channel of thinking for quantum chemistry, and the pp-RPA is a promising method in describing ground and electronic excited states.</p> / Dissertation

Es sei A_2 der toroidal kompaktifizierte Modulraum prinzipal polarisierter komplexer abelscher Flächen, und M_k(Sp_4(Z)) das Geradenbündel Siegel'scher Modulformen von Gewicht k auf A_2, versehen mit der Petersson-Metrik. Betrachtet man A_2 als komplexe Faser einer arithmetischen Varietät über Spec(Z), und M_k(Sp_4(Z)) als das von einem Geradenbündel auf dieser arithmetischen Varietät induzierte Geradenbündel, so kann man die Frage nach dem arithmetischen Grad dieses Geradenbündels stellen. Wir stellen nachfolgend den Grad als Ausdruck in speziellen Werten der logarithmischen Ableitung der Riemann'schen Zeta-Funktion dar. Der arithmetische Grad setzt sich aus einem Beitrag vom Schnitt über den endlichen Fasern und einem Integral von Green'schen Formen über die komplexe Faser zusammen. Die Berechnung des von der komplexen Faser A_2 induzierten Anteils am arithmetischen Grad erfolgt durch eine spezifische Wahl von Schnitten von M_k(Sp_4(Z)), deren Eigenschaften bekannt oder durch ihre Darstellung als Polynome in Theta-Funktionen ableitbar sind. Mittels eines induktiven Arguments werden wir das Integral über das Stern-Produkt der zugehörigen Green'schen Formen auf eine Summe von Integralen über spezielle Zykel zurückführen, die beim sukzessiven Schneiden der zu den Schnitten gehörigen Divisoren auftauchen. Bei diesem Prozess entstehen Randterme in Form von Integralen um den toroidalen Rand. Wir werden zeigen, dass diese verschwinden, indem wir Minkowski-Theorie anwenden und eine bestimmte Wahl der Teilung der Eins treffen, die in der arithmetischen Schnitttheorie für logarithmisch singuläre Metriken auftaucht. Die Integrale über die speziellen Zykel berechnen wir durch Zurückführen auf ein Resultat von Kudla sowie auf eine modulare Version der Jensen-Formel. / Let A_2 be the toroidally compactified moduli stack of principally polarized complex abelian surfaces, and let M_k(Sp_4(Z)) be the line bundle of Siegel modular forms of weight k on A_2, equipped with the Petersson metric. Viewing A_2 as the complex fibre of an arithmetic variety over Spec(Z), and M_k(Sp_4(Z)) as the complex line bundle induced by a line bundle on this arithmetic variety, we can ask for the arithmetic degree of this line bundle. We will state a formula for the arithmetic degree in terms of special values of the logarithmic derivative of the Riemann zeta-function. The arithmetic degree consists of a contribution from intersection over Spec(Z), and from an integral of Green forms over the complex fibre. The computation of the summand of the arithmetic degree coming from the complex fibre A_2 will be approached by making a specific choice of sections of M_k(Sp_4(Z)), whose behaviour is well-known or can be worked out by their representation via theta-functions. With an induction argument, we will trace back the integral over the star-product of the corresponding Green forms to a sum of integrals over particular cycles on A_2 coming from the successive intersection of the divisors of these sections, as well as some boundary terms in the form of integrals around the toroidal boundary. We will prove that the boundary terms vanish, using Minkowski theory and a specific choice of the partition of unity that appears in arithmetic intersection theory for logarithmically singular metrics. The integrals over the special cycles will be traced back to results of Kudla and an application of a modular version of Jensen's formula.

James W. Alexander, no artigo[1],mostra que se tivermos um mergulho PL f : \'S POT. 1\' × \'S POT. 1\' \'S POT. 3\', então o fecho de uma das componentes conexas de \'S POT. 3\' f(\'S POT. 1\' × \'S POT. 1\') é homeomorfo a um toro sólido, isto é, homeomorfo a \'S POT. 1\' × \'D POT. 2\'. Este teorema ficou conhecido por Teorema do toro de Alexander. Nesta dissertação, estamos detalhando a demonstração deste teorema feita em[25] que é diferente da demonstração apresentada em [1]. Mais geralmente, para um mergulho diferenciável f : \'S POT. p\' × \'S POT. q\' \'S POT. p + q+1\' , demonstra-se que o fecho de uma das componentes conexasde \'S POT. p +q + 1\' f(\'S POT. p\' × \'S POT. q\') é difeomorfo a \'S POT. p\' × \'D POT. q + 1\' se p q 1 e p + q \'DIFERENTE DE\' 3 ou se p = 2 e q = 1 um dos fechos será homeomorfo a \'S POT. 2\' × \'D POT. 2\' , nesta dissertação estaremos também detalhando estas demonstrações feita em [20] / James W. Alexander shows in[1] that the closure of one of the two connected components of \'S POT. 3\'f( \'S POT. 1 × \'S POT. 1\') is homeomorphic to a solid torus \'S POT. 1\' × \'D POT. 2\' , where f : \'S POT. 1\' ×\' SPOT. 1\' \'S POT. 3\' is a PL embedding. This result became known as Alexanders torus theorem. In this dissertation we are detailing the proof of this theorem made in[25] which is different from the demonstration presented in[1]. More generally, when considering a smooth embeding f : \'S POT. p\' × \'S POT. q\' \' SPOT. p+q+1\' , it is demonstrated that the closure of one of the two connected components \'S POT. p+q+1\' f (\'S POT. p\' × \'S POT. q\' ) is diffeomorphic to \'S POT. p\' × \'D POT. q+1\' if p q 1 and p+q \'DIFFERENT OF\' 3 or if p = 2 and q = 1 one of the closures will be homeomorphic to \'S POT. 2\' × \'D POT. 2\'. In this work we are also detailing the proves made in[20]