1% This file was created with JabRef 2.8.1. 2% Encoding: Cp1252 3 4@INPROCEEDINGS{Bajpai2011, 5 author = {Ashutosh Bajpai and Tom V Mathew}, 6 title = {Development of an Interface between Signal Controller and Traffic 7 Simulator}, 8 booktitle = {1st Conference of Transportation Research Group of India}, 9 year = {2011}, 10 month = {12}, 11 organization = {Transportation Research Group of India}, 12 abstract = {Adaptive Traffic Control algorithm is an important strategy to manage 13 traffic at an intersection. These are an improvement of vehicle actuated 14 signal control, where explicitly strategies are formulated to compute 15 the signal timing considering the current traffic state obtained 16 from sensors. However, field evaluation of these strategies is cumbersome 17 and expensive and hence simulators which model traffic system can 18 be a good alternative. The main challenge in this is a good interface 19 between the signal control system and the traffic simulators. The 20 signal control system needs the state of the junction in terms of 21 vehicle occupancy at every instant. On the other hand, traffic simulator 22 needs information on whether the signal state has changed. This two 23 way communication requires an efficient interface which is similar 24 to client-server architecture. The simulator acts as the server where 25 as the adaptive control strategy act like client. This paper proposes 26 an efficient interface to couple adaptive control strategy and traffic 27 simulator. This interface mediates between traffic control system 28 and traffic simulator and provides online interaction to simulation 29 from the control strategy. This interface facilitates pure procedural 30 routines to communicate and is written in C language along with Python/C 31 API. Additionally, a module to estimate the vehicular delay due to 32 the control strategy is developed. This delay is estimated by defining 33 effective length of queue, which is provided as a user input. 34 35 36 This interface is tested using SUMO (Simulation for Urban Mobility), 37 which is an open source, microscopic, space continuous and time discrete 38 simulator developed by German Aerospace Centre. The traffic control 39 strategy is analogous to the HCM vehicle actuated traffic control 40 except that there is a queue prediction model which computes upper 41 limits on the maximum green time. An isolated four arm junction having 42 four phases is simulated for various flow conditions. The simulator 43 supplied the state of the downstream detector to the traffic control 44 algorithm at every simulation step and the control algorithm determines 45 the signal time strategies (phase termination, green extension, and 46 maximum green time). These strategies are communicated to the simulator. 47 These communications were facilitated by the proposed interface. 48 The average stopped delay is computed as the performance parameter. 49 The interface was also coupled with another traffic simulator (VISSIM) 50 and the results are compared. This interface justifies the concept 51 of reusability by the evaluation of number of control strategy.}, 52 file = {:https\://sumo.dlr.de/pdf/CTRG_Interface-SUMO.pdf:URL}, 53 keywords = {Traffic simulator, Signal controller, Procedural Interface, SUMO (Simulation 54 of Urban Mobility), VISSIM (Verkehr In St�dten - SIMulationsmodell)}, 55 owner = {dkrajzew}, 56 timestamp = {2012.02.07} 57} 58 59@INPROCEEDINGS{Bamberger2010, 60 author = {Walter Bamberger and Josef Schlittenlacher and Klaus Diepold}, 61 title = {A Trust Model for Intervehicular Communication Based on Belief Theory}, 62 booktitle = {Social Computing (SocialCom), 2010 IEEE Second International Conference 63 on}, 64 year = {2010}, 65 pages = {73-80}, 66 publisher = {IEEE Computer Society}, 67 note = {Best SocialCom Conference Paper Award}, 68 abstract = {Vehicles will exchange much information in the future in order to 69 efficiently maintain their inner model of the environment. Before 70 they can belief received pieces of information, they must evaluate 71 their reliability. Trust is a mechanism to estimate this reliability 72 based on the sender. As cars often drive the same route, they meet 73 each other again and again. They can establish friendship-like relations 74 and thus are embedded in a social structure. A trust model depends 75 on this social structure. For this reason, we simulate the driving 76 pattern of a small town. Within this simulation, all cars are equipped 77 with a trust model that continuously monitors the experiences made 78 with others. The developed model focuses on direct experiences of 79 the individual and not on a system-wide reputation which would depend 80 on a central unit. It continuously evaluates the performance and 81 reputation of other cars and includes a feedback loop to faster adapt 82 to changes in the other�s behaviour. To make a decision out of the 83 collected data, the model uses the capacity of the binary error and 84 erasure channel from information theory. This capacity provides a 85 better decision criterion than the traditional expectation value. 86 The proposed trust model is an individual-level model; nonetheless 87 it can be connected to a system-wide reputation mechanism.}, 88 doi = {10.1109/SocialCom.2010.20}, 89 keywords = {V2X, sumo, Technische Universit�t M�nchen, Fidens, automobiles, road 90 traffic, security of data, telecommunication security, belief theory, 91 cars, driving pattern, vehicular network, social structure, trust 92 model}, 93 url = {http://mediatum.ub.tum.de/node?id=997457} 94} 95 96@MASTERSTHESIS{Barber2011, 97 author = {Anthony Barber}, 98 title = {SHARING THE ROADS USING ROUTE INFORMATION SHARING}, 99 school = {University of Tulsa}, 100 year = {2011}, 101 file = {:https\://sumo.dlr.de/pdf/BarberThesis.pdf:URL}, 102 keywords = {University of Tulsa, sumo}, 103 owner = {dkrajzew}, 104 timestamp = {2011.09.19} 105} 106 107@ARTICLE{Barlovic2001, 108 author = {R. Barlovic and Elmar Brockfeld and A. Schadschneider and M. Schreckenberg}, 109 title = {Optimizing traffic lights in a cellular automaton model for city 110 traffic}, 111 journal = {Physical Review E}, 112 year = {2001}, 113 volume = {64}, 114 pages = {056132}, 115 number = {64, 056132}, 116 month = {Oct}, 117 note = { LIDO-Berichtsjahr=2003,}, 118 abstract = {We study the impact of global traffic light control strategies in 119 a recently proposed cellular automaton model for vehicular traffic 120 in city networks. The model combines basic ideas of the Biham-Middleton-Levine 121 model for city traffic and the Nagel-Schreckenberg model for highway 122 traffic. The city network has a simple square lattice geometry. All 123 streets and intersections are treated equally, i.e., there are no 124 dominant streets. Starting from a simple synchronized strategy, we 125 show that the capacity of the network strongly depends on the cycle 126 times of the traffic lights. Moreover, we point out that the optimal 127 time periods are determined by the geometric characteristics of the 128 network, i.e., the distance between the intersections. In the case 129 of synchronized traffic lights, the derivation of the optimal cycle 130 times in the network can be reduced to a simpler problem, the flow 131 optimization of a single street with one traffic light operating 132 as a bottleneck. In order to obtain an enhanced throughput in the 133 model, improved global strategies are tested, e.g., green wave and 134 random switching strategies, which lead to surprising results.}, 135 doi = {10.1103/PhysRevE.64.056132}, 136 keywords = {DLR/TS/VM}, 137 owner = {dkrajzew}, 138 timestamp = {2011.09.30}, 139 url = {http://elib.dlr.de/6570/} 140} 141 142@INPROCEEDINGS{Bauza2008, 143 author = {Bauza, R. and Gozalvez, J. and Sepulcre, M.}, 144 title = {Operation and Performance of Vehicular Ad-Hoc Routing Protocols in 145 Realistic Environments}, 146 booktitle = {Vehicular Technology Conference, 2008. VTC 2008-Fall. IEEE 68th}, 147 year = {2008}, 148 pages = {1 -5}, 149 month = {sept.}, 150 doi = {10.1109/VETECF.2008.450}, 151 issn = {1090-3038}, 152 keywords = {information dissemination;multihop communications;vehicle-to-infrastructure 153 wireless communications;vehicle-to-vehicle communications;vehicular 154 ad-hoc routing protocols;ad hoc networks;mobile radio;routing protocols;, 155 V2X, UMH, sumo}, 156 owner = {dkrajzew}, 157 timestamp = {2011.09.19} 158} 159 160@INPROCEEDINGS{Behrisch2011, 161 author = {Michael Behrisch and Laura Bieker and Jakob Erdmann and Daniel Krajzewicz}, 162 title = {SUMO - Simulation of Urban MObility: An Overview}, 163 booktitle = {SIMUL 2011, The Third International Conference on Advances in System 164 Simulation}, 165 year = {2011}, 166 editor = {SINTEF \& University of Oslo Aida Omerovic and RTI International 167 - Research Triangle Park Diglio A. Simoni and RTI International - 168 Research Triangle Park Georgiy Bobashev}, 169 pages = {63-68}, 170 address = {Barcelona, Spain}, 171 month = {October}, 172 publisher = {ThinkMind}, 173 abstract = {SUMO is an open source traffic simulation package including net import 174 and demand modeling components. We describe the current state of 175 the package as well as future developments and extensions. SUMO helps 176 to investigate several research topics e.g. route choice and traffic 177 light algorithm or simulating vehicular communication. Therefore 178 the framework is used in different projects to simulate automatic 179 driving or traffic management strategies.}, 180 journal = {Proceedings of SIMUL 2011, The Third International Conference on 181 Advances in System Simulation}, 182 keywords = {microscopic traffic simulation, software, open source}, 183 owner = {Daniel}, 184 timestamp = {2011.12.02}, 185 url = {http://elib.dlr.de/71460/} 186} 187 188@INPROCEEDINGS{Behrisch2008, 189 author = {Michael Behrisch and Michael Bonert and Elmar Brockfeld and Daniel 190 Krajzewicz and Peter Wagner}, 191 title = {Event traffic forecast for metropolitan areas based on microscopic 192 simulation}, 193 booktitle = {Third International Symposium of Transport Simulation 2008 (ISTS08)}, 194 year = {2008}, 195 month = {Januar}, 196 abstract = {It is shown that a traditional travel demand forecast combined with 197 a simulationbased approach can serve as a short-term forecast for 198 the traffic situation. The approach presented was developed and tested 199 during the Soccer World Cup 2006 in the city of Cologne as a service 200 for the action forces to react as fast as possible to developing 201 aberrations. This paper discusses the merits and the short-comings 202 of the approach.}, 203 file = {:http\://elib.dlr.de/55176/1/eventtrafficSubmitted.pdf:URL}, 204 keywords = {traffic simulation, event traffic, urban traffic}, 205 owner = {Daniel}, 206 timestamp = {2011.12.02}, 207 url = {http://elib.dlr.de/55176/} 208} 209 210@INPROCEEDINGS{Behrisch2009a, 211 author = {Michael Behrisch and Michael Bonert and Daniel Hinkeldein and Daniel 212 Krajzewicz and G\"unter Kuhns and Yun-Pang Wang}, 213 title = {DELPHI - a joint web decision support application for real time traffic 214 situation analysis and prognosis, information exchange and cooperation}, 215 booktitle = {ITS World Congress 2009}, 216 year = {2009}, 217 abstract = {This paper describes DELPHI, a pilot version of a joint web decision 218 support application for real time traffic situation and prognosis, 219 information exchange and cooperation between the Traffic Management 220 Center, Emergency Rescue Services, the Police and the Emergency Call 221 Center. In two demonstration regions in Germany, Cologne and Munich 222 the R&D project started in 2007. The main purpose is to handle major 223 incidents that affect the transportation situation in conurbation 224 areas. The web application is intended to help task force members 225 at different stakeholders to obtain a common and joint overview. 226 DELPHI also allows to coordinate tactical measures among the task 227 forces.}, 228 keywords = {decision support, TMC, Traffic Management Center, incident management, 229 ITS, Intelligent Transportation System}, 230 owner = {Daniel}, 231 timestamp = {2011.12.02}, 232 url = {http://elib.dlr.de/62187/} 233} 234 235@INPROCEEDINGS{Behrisch2010a, 236 author = {Michael Behrisch and Jakob Erdmann and Daniel Krajzewicz}, 237 title = {Adding intermodality to the microscopic simulation package SUMO}, 238 booktitle = {MESM 2010}, 239 year = {2010}, 240 month = {Dezember}, 241 abstract = {It is shown how the traffc simulation SUMO which traditionally focused 242 on individual road traffc could be extended to serve the purpose 243 of a general traffic simulation (including transport of individual 244 persons) while retaining most of in- and output formats and the performance 245 of the original system.}, 246 file = {:http\://elib.dlr.de/65964/1/intermodalSumo.pdf:URL}, 247 keywords = {Traffic, Microsimulation, Intermodal, SUMO}, 248 owner = {Daniel}, 249 timestamp = {2011.12.02}, 250 url = {http://elib.dlr.de/65964/} 251} 252 253@UNPUBLISHED{dlr76186, 254 author = {Michael Behrisch and Yun-Pang Fl\"otter\"od and Daniel Krajzewicz 255 and Peter Wagner}, 256 title = {Ecological User Equilibrium in Traffic Management (TM)?}, 257 note = {Der Eintrag wurde auf der DTA 2012 vorgestellt.}, 258 month = {Februar}, 259 year = {2012}, 260 abstract = {With increasing environmental sustainability awareness significant 261 attention on ecological traffic management (eco-TM) has come into 262 the focus of researchers and practitioners. While different approaches 263 have been applied to reach minimal pollutant production, the classic 264 user equilibrium calculation with the pollutant production as travel 265 costs instead of using travel times remains in the center of attention. 266 However, the validity of such a direct transformation to find a user 267 equilibrium is questionable. In this paper, a simplified analytical 268 approach to examine the above aforementioned validity has been carried 269 out, followed by a simulation approach to verify the results of the 270 analytical approach. The result shows that the pollutant production 271 function violates the usual assumption of a monotonous function (typically, 272 emission has a minimum at travel speeds around 60 km/h). It also 273 indicates that the respective algorithms to compute the user equilibrium 274 must deal with the fact, that the equilibrium solution is not unique 275 and is dependent on the initial solution. This means that substantial 276 modifications to the algorithms that compute the user equilibrium 277 have to be discussed since they do not work as intended when pollutant 278 production is used as travel costs, especially in a transportation 279 system with mixed speeds that cover a range around the minimum emission 280 speed.}, 281 institution = {Institut f\"ur Verkehrssystemtechnik}, 282 keywords = {ecological traffic management, traffic simulation, user equilibrium}, 283 owner = {dkrajzew}, 284 timestamp = {2012.09.18}, 285 url = {http://elib.dlr.de/76186/} 286} 287 288@INPROCEEDINGS{dlr71870, 289 author = {Michael Behrisch and Yun-Pang Fl\"otter\"od and Daniel Krajzewicz 290 and Peter Wagner}, 291 title = {Ecological User Equilibrium?}, 292 booktitle = {DTA 2012}, 293 year = {2011}, 294 month = {November}, 295 abstract = {With increasing environmental sustainability awareness significant 296 attention on ecological traffic management (eco-TM) has come into 297 the focus of researchers and practitioners. While different approaches 298 have been applied to reach minimal pollutant production, the classic 299 user equilibrium calculation with the pollutant production as travel 300 costs instead of using travel times remains in the center of attention. 301 However, the validity of such a direct transformation to find a user 302 equilibrium is questionable. In this paper, a simplified analytical 303 approach to examine the above aforementioned validity has been carried 304 out, followed by a simulation approach to verify the results of the 305 analytical approach. The initial result shows that the pollutant 306 production function violates the usual assumption of a monotonous 307 function (typically, emission has a minimum at travel speeds around 308 \unit[60]{km/h} ). This means that substantial modifications to the 309 algorithms that compute the user equilibrium have to be discussed 310 since they do not work as intended when pollutant production is used 311 as travel costs, especially in a transportation system with mixed 312 speeds that cover a range around the minimum emission speed.}, 313 keywords = {eco traffic management, dynamic traffic assignment, user equilibrium}, 314 owner = {dkrajzew}, 315 timestamp = {2012.09.18}, 316 url = {http://elib.dlr.de/71870/} 317} 318 319@INPROCEEDINGS{Behrisch2010, 320 author = {Michael Behrisch and Marc Hohloch and Marek Junghans and G\"unter 321 Kuhns and Daniel Krajzewicz and Yun-Pang Wang}, 322 title = {Traffic Management Decision Support based on on-line Data}, 323 booktitle = {2010 POLIS CONFERENCE - 'Innovation in transport for sustainable 324 cities and regions'}, 325 year = {2010}, 326 month = {November}, 327 abstract = {Natural disasters, industrial accidents, technological disasters as 328 well as terrorist attacks have raised a great attention to road traffic 329 management in emergencies and disasters worldwide. The road system 330 is the essential infrastructure for mobility and accessibility. It 331 is important in daily life and especially in disasters and emergencies. 332 Therefore, a successful road traffic management in such situations 333 should minimize losses in life and goods as well as economical losses 334 and assets through incident prevention, mitigation, preparedness, 335 response and recovery. 336 337 Based on this concern, the German Aerospace Center has been continuously 338 undertaking the development of a real-time web-based decision support 339 system within four R&D projects, WJT2005, Soccer2006, DELPHI and 340 VABENE, since 2005. A pilot version of the new portal has already 341 been established in the demonstration region Munich in 2007. 342 343 This system mainly aims to - establish a shared online traffic information 344 platform and decision-making support tool for the law enforcement 345 and emergency services - use available traffic information as best 346 as possible for online traffic monitoring and evaluation, and - provide 347 accurate traffic forecasting for supporting the decision-making in 348 traffic management.}, 349 keywords = {online traffic management, decision support system}, 350 owner = {Daniel}, 351 timestamp = {2011.12.02}, 352 url = {http://elib.dlr.de/65965/} 353} 354 355@INPROCEEDINGS{Behrisch2009, 356 author = {Michael Behrisch and Daniel Krajzewicz and Ronald Nippold and Yun-Pang 357 Wang}, 358 title = {Simulation of Urban MObility}, 359 booktitle = {2nd NEARCTIS workshop 2009}, 360 year = {2009}, 361 keywords = {traffic simulation}, 362 owner = {Daniel}, 363 timestamp = {2011.12.02}, 364 url = {http://elib.dlr.de/62188/} 365} 366 367@INCOLLECTION{dlr81244, 368 author = {Michael Behrisch and Daniel Krajzewicz and Peter Wagner and Yun-Pang 369 Wang}, 370 title = {Comparing Performance and Quality of Traffic Assignments for Microscopic 371 Simulation}, 372 publisher = {Edward Elgar Publishing Limited}, 373 year = {2010}, 374 editor = {Chris M.J. Tampere and Francesco Viti and Lambertus H. (Ben) Immers}, 375 pages = {361--386}, 376 journal = {New Developments in Transport Planning - Advances in Dynamic Traffic 377 Assignment}, 378 keywords = {dynamic traffic assignment, traffic simulation}, 379 owner = {dkrajzew}, 380 timestamp = {2014.01.08}, 381 url = {http://elib.dlr.de/81244/} 382} 383 384@INPROCEEDINGS{Behrisch2008b, 385 author = {Michael Behrisch and Daniel Krajzewicz and Peter Wagner and Yun-Pang 386 Wang}, 387 title = {Comparison of Methods for Increasing the Performance of a DUA Computation}, 388 booktitle = {DTA2008 International Symposium on Dynamic Traffic Assignment}, 389 year = {2008}, 390 month = {Mai}, 391 abstract = {Computing realistic routes for a given road network and a known demand 392 of vehicles is one of the most important steps when preparing a road 393 traffic simulation. The approach developed by Christian Gawron in 394 1998 which we use for this purpose computes a dynamic user equilibrium 395 by iteratively performing the simulation and computing new vehicle 396 routes. The results are valid, but the computation is very time consuming 397 due to the need to perform both the complete simulation and rerouting 398 of all vehicles within each iteration step. Herein, we want to discuss 399 some approaches to reduce the needed time and memory consumption. 400 The results show that this can be achieved without reducing the algorithm?s 401 quality.}, 402 journal = {Proceedings of DTA2008}, 403 keywords = {microscopic simulation, traffic assignment, SUE, DUA}, 404 owner = {Daniel}, 405 timestamp = {2011.12.02}, 406 url = {http://elib.dlr.de/55173/} 407} 408 409@INPROCEEDINGS{Behrisch2008a, 410 author = {Michael Behrisch and Daniel Krajzewicz and Yun-Pang Wang}, 411 title = {Comparing performance and quality of traffic assignment techniques 412 for microscopic road traffic simulations}, 413 booktitle = {DTA2008 International Symposium on Dynamic Traffic Assignment}, 414 year = {2008}, 415 month = {Mai}, 416 abstract = {Focusing on the tradeoff between accuracy of the assignment and computation 417 time this paper proposes different traffic assignment methods targeting 418 at microscopic traffic simulation. The corresponding network-wide 419 performance indices, the generated route sets and the respective 420 significance tests are analyzed and compared. The results indicate 421 that the saving on computa-tion time is significant with use of macroscopic 422 assignments. However, the deficiency of ne-glecting turning behaviors 423 in macroscopic assignments results in worse assignment results. Moreover, 424 the used computation time of some microscopic methods (e.g. the one-shot 425 method) is competitive with that of the macroscopic assignments. 426 While the exact parameteri-zation as well as the sensitivity of the 427 methods to the size of the scenarios still need further investigation, 428 it seems favorable to employ microscopic assignment techniques or 429 hybrid methods for producing a good traffic assignment for a microscopic 430 simulation.}, 431 journal = {Proceedings of DTA2008}, 432 keywords = {microscopic simulation, traffic assignment, SUE, DUA, route set similarity}, 433 owner = {Daniel}, 434 timestamp = {2011.12.02}, 435 url = {http://elib.dlr.de/55172/} 436} 437 438@INPROCEEDINGS{Bieker2011a, 439 author = {Laura Bieker}, 440 title = {Emergency Vehicle Prioritization using Vehicle-To-Vehicle Communication}, 441 booktitle = {Young Researchers Seminar}, 442 year = {2011}, 443 month = {Juni}, 444 abstract = {Emergency vehicles need to reach their destination as fast as possible. 445 They deserve the highest priority at intersections. Therefore, they 446 are allowed to use bus lanes and pass red lights at traffic light 447 systems. Nevertheless, for emergency vehicles it is still quicker 448 and safer to get priority at the approaching intersection. This paper 449 analyses how the travel time of emergency vehicles can be improved 450 by using vehicle-to-infrastructure (V2I) communication. Emergency 451 vehicles are sending messages with their route information and their 452 current position. The traffic lights which have to be passed can 453 switch to green for emergency vehicles and to red for all other streets. 454 The traffic lights continue the normal operation after the emergency 455 vehicle has passed the intersection. Simulation results show that 456 emergency vehicles can reach their destination faster.}, 457 keywords = {V2I communication, Emergency vehicle, traffic management, traffic 458 simulation}, 459 owner = {Daniel}, 460 timestamp = {2011.12.02}, 461 url = {http://elib.dlr.de/70219/} 462} 463 464@INPROCEEDINGS{Bieker2011, 465 author = {Laura Bieker and Daniel Krajzewicz}, 466 title = {Evaluation of opening Bus Lanes for private Traffic triggered via 467 V2X Communication}, 468 booktitle = {First Forum on Integrated and Sustainable Transportation Systems 469 (FISTS)}, 470 year = {2011}, 471 month = {Juni}, 472 abstract = {Within the EC project ?iTETRIS?, an architecture for simulating traffic 473 management applications based on vehicular communications (V2X) was 474 designed and implemented. The work was based on evaluating the needs 475 of a real city ? the city of Bologna. Applications which try to solve 476 the detected problems were defined and evaluated in subsequent steps. 477 This report describes the evaluation of one of the developed applications, 478 namely ?Bus Lane Management?. It was analyzed whether it is possible 479 to detect the traffic demand via V2X communication and open bus lanes 480 for private vehicles. It turned out that this could be done efficiently: 481 dedicating the free space on the bus lanes improves the average travel 482 times and route lengths of all vehicles. However, this is true only 483 if the penetration rates stay well below 50%. If more vehicles try 484 to benefit, the situation deteriorates readily.}, 485 keywords = {traffc simulation, bus lane management, V2V communication}, 486 owner = {Daniel}, 487 timestamp = {2011.12.02}, 488 url = {http://elib.dlr.de/70220/} 489} 490 491@INPROCEEDINGS{Bieker2010, 492 author = {Laura Bieker and Daniel Krajzewicz and Matthias R\"ockl and Hans 493 Capelle}, 494 title = {Derivation of a fast, approximating 802.11p simulation model}, 495 booktitle = {Intelligent Transport Systems Telecommunications (ITST2010)}, 496 year = {2010}, 497 month = {November}, 498 abstract = {This paper gives an overview of the development of a fast, approximating 499 model of vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2X) 500 communication. Large-scale traffic simulations need to be fast, and 501 the lack of supporting this feature by common communication simulators 502 makes the development of a new one necessary. In a vehicular system, 503 packet error rate can be significant; hence models that consider 504 error characteristics are desirable. Our work considers communication 505 models that approximate the radio propagation characteristics in 506 a realistic way without compromising simulation speed.}, 507 keywords = {V2X communication, Traffic simulation, Radio Propagation, Packet Error 508 Rate}, 509 owner = {Daniel}, 510 timestamp = {2011.12.02}, 511 url = {http://elib.dlr.de/66094/} 512} 513 514@INPROCEEDINGS{Blokpoel2010, 515 author = {Robbin Blokpoel and Daniel Krajzewicz and Ronald Nippold}, 516 title = {Unambiguous metrics for evaluation of traffic networks}, 517 booktitle = {13th International IEEE Conference on Intelligent Transportation 518 Systems (ITSC)}, 519 year = {2010}, 520 month = {September}, 521 abstract = {This paper presents an extensive set of unambiguous metrics that can 522 be used for evaluation of new ITS applications. Currently in the 523 literature most authors define their own metrics and small differences 524 in definitions can lead to confusion when comparing the results. 525 To derive the set of metrics presented in this paper, several steps 526 have been taken. First, a list has been made with all metrics known 527 by the research partners. Afterwards, a set of base measures has 528 been defined. Using that set, clear formulas for all metrics have 529 been derived and are reported in this paper. Finally, an application 530 example about a cooperative traffic light controller is given.}, 531 keywords = {simulation, performance indicators, performance metrics, traffic science, 532 traffic management}, 533 owner = {Daniel}, 534 timestamp = {2011.12.02}, 535 url = {http://elib.dlr.de/67734/} 536} 537 538@INPROCEEDINGS{Bonert2006, 539 author = {Michael Bonert and Elmar Brockfeld and Ines Ernst and Daniel Krajzewicz 540 and Martin Ruh\'e and Peter Wagner}, 541 title = {SOCCER Verkehrslageerfassung und ?prognose w\"ahrend der Fu\ssball-WM}, 542 booktitle = {IMA 2006 Informationssysteme f\"ur mobile Anwendungen}, 543 year = {2006}, 544 month = {Oktober}, 545 abstract = {W?hrend der FIFA?Fu?ballweltmeisterschaft 2006 wurde im Rahmen des 546 vom BMWi ge-f?rderten Projektes SOCCER an drei Spielst?tten (Berlin, 547 K?ln, Stuttgart) ein integriertes Sys-tem getestet, das Verkehrsdaten 548 aus unterschiedlichen Quellen zu einer Verkehrslageerfas-sung und 549 anschlie?ender Prognose fusionieren konnte. Die beiden Systeme in 550 Berlin und K?ln setzten dabei jeweils auf eine Simulation der gesamten 551 Stadt auf, w?hrend das Stuttgar-ter System im Wesentlichen auf einer 552 ganglinienbasierten Prognose basierte. Die verwendeten Inputdaten 553 waren in allen F?llen eine Kombination aus (nicht in allen St?dten 554 gleich) luft-gest?tzter Verkehrslageerfassung an ausgesuchten Brennpunkten 555 (Zeppelin in K?ln, Flugzeug in Berlin und Hubschrauber in Stuttgart), 556 vorhandenen Z?hlschleifendaten (alle Orte) und den Reisezeitinformationen 557 aus den Taxi?FCD Projekten Stuttgart und Berlin des DLR (siehe www.cityrouter.com). 558 Dieser Beitrag beschreibt den Aufbau der Systeme und stellt erste 559 Er-gebnisse dar, mit denen die Prognoseg?te beurteilt werden kann.}, 560 keywords = {Verkehrsmanagement von Gro?ereignissen, Verkehrssimulation, luftgest?tzte 561 Verkehrslageerfassung}, 562 owner = {Daniel}, 563 timestamp = {2011.12.02}, 564 url = {http://elib.dlr.de/50197/} 565} 566 567@ARTICLE{Brockfeld2003a, 568 author = {Elmar Brockfeld and Reinhart K\"uhne and Alexander Skabardonis and 569 Peter Wagner}, 570 title = {Towards a benchmarking of Microscopic Traffic Flow Models}, 571 journal = {Transportation Research Records}, 572 year = {2003}, 573 volume = {1852}, 574 pages = {124--129}, 575 number = {TRB2003-001164}, 576 abstract = {Several microscopic traffic models have been tested with a publicly 577 available data set. The task was to predict the travel times between 578 sever observers along a one-lane rural road, given as boundary conditions 579 the flow into this road and the flow out of it. By using nonlinear 580 optimization, for each of the models the best matching set of parameters 581 have been estimated. For this particular data set, the models that 582 performed best are the ones with the smalles number of parameters. 583 The average error rate of the models is about 16 %, however, this 584 value is not very reliable: the error rate fluctuates between 2.5 585 and 25 % for different parts of the data set.}, 586 booktitle = {82nd Annual Meeting Transportation Research Board}, 587 editor = { Transportation Research Board}, 588 keywords = {calibration, validation, simulation, models, microscopic flow models, 589 DLR/TS/VM, model calibration}, 590 owner = {dkrajzew}, 591 timestamp = {2011.09.30}, 592 url = {http://elib.dlr.de/6646/} 593} 594 595@ARTICLE{Brockfeld2005a, 596 author = {Elmar Brockfeld and Reinhart K\"uhne and Peter Wagner}, 597 title = {Calibration and Validation of Microscopic Traffic Flow Models}, 598 journal = {Transportation Research Records}, 599 year = {2005}, 600 volume = {1934}, 601 pages = {179--187}, 602 month = {Januar}, 603 abstract = {Since microscopic models are being heavily used in applications, the 604 appropriate calibration and validation have been a recent concern. 605 The contribution of this paper is to compare some of these models 606 by calibrating and validating them with data from double-loop detectors 607 on a multilane freeway. To simplify this task, the test of the models 608 is done by simplifying the multilane reality to a simulation of only 609 single lane. The results show that by simulating the multilane road 610 with single lane models, calibration errors (Theil?s U, root mean 611 squared error) of 14 % to 16 % can be obtained. A validation of the 612 models ?which means taking calibrated parameters of one data set 613 to reproduce the other data sets? gives additional errors of about 614 0.5 to 2.5 percentage points. This is in good agreement with other 615 calibration/validation approaches performed recently.}, 616 booktitle = {Transportation Research Board 2005}, 617 editor = { Transportation Research Board}, 618 keywords = {microscopic traffic flow models, calibration/validation, freeway data, 619 DLR/TS/VM, model calibration}, 620 owner = {dkrajzew}, 621 timestamp = {2011.09.30}, 622 url = {http://elib.dlr.de/20987/} 623} 624 625@INPROCEEDINGS{Brockfeld2004c, 626 author = {Elmar Brockfeld and Reinhart K\"uhne and Peter Wagner}, 627 title = {Calibration and Validation of Microscopic Traffic Flow Models}, 628 booktitle = {TRB Annual Meeting}, 629 year = {2004}, 630 editor = { Transportation Research Board}, 631 volume = {1876}, 632 number = {TRB2004-001743}, 633 pages = {62--70}, 634 abstract = {Microscopic simulation models are becoming increasingly important 635 tools in modeling transport systems. There are a large number of 636 available models used in many countries. the most difficult stage 637 in the development and use of such models is the calibration and 638 validation of the microscopic sub-models describing the traffic flow, 639 such as the car following, lane changing and gap acceptance models. 640 This difficulty is due to the lack of suitable methods for adapting 641 models to empirical data. The aim of this paper is to present recent 642 progress in calibratin a number of microscopic traffic flow models. 643 By calibrating and validating various models using the same data 644 sets, the models are directly comparable to each other. This sets 645 the basis for a transparent benchmarking of those models. Furthermore, 646 the advantages and disadvantages of each model can be analyzed better 647 to develop a more realistic behavior of the simulated vehicles In 648 this work various microscopic traffic flow models have been tested 649 from a very microscopic point of view concerning the car-follwing 650 behavior and gap-acceptance. The data used for calibration and validation 651 is from car-following experiments performed in Japan in October 2001. 652 The data have been collected by letting nine DGPS-equipped cars follow 653 a lead car driving along a 3 km test track for about 15-30 minutes. 654 So one gets the positions and speeds of each car in time intervals 655 of 0.1 seconds. The experiment was repeated eight times letting the 656 leading driver perform various driving in waves and emulating many 657 acceleations/decelerations as they are typical at intersections. 658 To minimize driver-dependent correlations between the data sets, 659 the drivers were exchanged between the cars regularly after each 660 experiment}, 661 journal = {TRB 2004 Annual Meeting}, 662 keywords = {calibration, validation, traffic flow models, microscopic, GPS, DGPS, 663 DLR/TS/VM, model calibration}, 664 owner = {dkrajzew}, 665 timestamp = {2011.09.30}, 666 url = {http://elib.dlr.de/6652/} 667} 668 669@INPROCEEDINGS{Brockfeld2002a, 670 author = {Elmar Brockfeld and Reinhart K\"uhne and Peter Wagner}, 671 title = {Towards Benchmarking Microscopic Traffic Flow Models}, 672 booktitle = {Networks for Mobility, International Symposium}, 673 year = {2002}, 674 volume = {I}, 675 pages = {321--331}, 676 note = { LIDO-Berichtsjahr=2003,}, 677 journal = {Proceedings of Networks for Mobility}, 678 keywords = {microscopic simulation, benchmarking, traffic flow models, DLR/TS/VM, 679 model calibration}, 680 owner = {dkrajzew}, 681 timestamp = {2011.09.30}, 682 url = {http://elib.dlr.de/6506/} 683} 684 685@INPROCEEDINGS{Brockfeld2004b, 686 author = {Elmar Brockfeld and Rene Kelpin and Peter Wagner}, 687 title = {Performance of car following behaviour in microscopic traffic flow 688 models}, 689 booktitle = {2nd International Symposium "Networks for Mobility"}, 690 year = {2004}, 691 editor = {W. M\"ohlenbrink and F.C. Englmann and M. Friedrich and U. Martin 692 and U. Hangleiter}, 693 pages = {43--43}, 694 publisher = {Universit\"at Stuttgart}, 695 abstract = {Microscopic simulation models are becoming increasingly important 696 tools in modelling transport systems. They are applied in simulation 697 programs for transport planning, traffic forecasting and advanced 698 vehicle control and safety systems (AVCSS). An important part of 699 the models are the microscopic sub-models which describe the interaction 700 between adjacent vehicles. For that purpose rules and equations are 701 defined describing the car-following and lane changing behaviour 702 of the vehicles. An essential problem is the calibration and validation 703 of the parameters used in these rules. In this paper ten microscopic 704 traffic flow models of very different kind are analysed concerning 705 the correct reproduction of the car-following behaviour on single 706 lane roads. The models are calibrated and validated with data collected 707 via DGPS-equipped cars (Differential Global Positioning System) on 708 a test track in Japan. The positions of the cars are delivered every 709 0.1 second with very high accuracy, which is perfect for analysing 710 the car following behaviour. To calibrate the models, in each case 711 one driver pair is under consideration. The measured data of a leading 712 car are fed into the model under consideration and the model is used 713 to compute the behaviour of a following car. In the analysis the 714 resulting simulated time series of headways are carried out and the 715 deviations to the measured headways are calculated to calibrate the 716 models. To find the optimal parameters an automated optimisation 717 technique is used which tries to minimise the deviations. For validation 718 purposes the resulting optimal parameter sets for single data sets 719 are taken to reproduce some other data sets by simulation. At first, 720 this is done in a driver independent way, where the drivers in the 721 data set used for the calibration are different from those used for 722 the validation. Secondly, to investigate whether individual driver 723 behaviour can be reproduced better a driver-special validation is 724 conducted, where the calibrated parameter sets obtained for each 725 driver are taken to validate the behaviour of the same driver in 726 other situations. Main results of the analyses are that all models 727 produce nearly the same errors, thus sophisticated models with up 728 to 15 parameters seem not to be better than simple models with only 729 4 or 6 parameters. In total it is found that the differences in the 730 driver behaviour are much bigger than the diversity of the models. 731 At last, the validation with special driver pairs produces slightly 732 better results than the driver-independent validation. Thus, the 733 behaviour of individual drivers can be reproduced a bit more accurately 734 than trying to transfer optimal parameter results from one driver 735 to another.}, 736 journal = {Networks for Mobility 2004, Proceedings - Abstracts and CD-ROM}, 737 keywords = {simulation,model,microscopic models,calibration,validation,GPS,DGPS,car 738 following, DLR/TS/VM}, 739 owner = {dkrajzew}, 740 timestamp = {2011.09.30}, 741 url = {http://elib.dlr.de/21349/} 742} 743 744@INPROCEEDINGS{Brockfeld2005, 745 author = {Elmar Brockfeld and Stefan Lorkowski}, 746 title = {Calibration of car-following models using Kalman filters}, 747 booktitle = {ISTTT 16}, 748 year = {2005}, 749 abstract = {Calibration and validation, especially of microscopic traffic flow 750 models is a challenging task. Currently, ther is a renewed interest 751 in results of those efforts [1, 2] as well as in developing the right 752 tools to actually perform the calibration. The approach developed 753 in [1] will be refined, extended and compared to an approach based 754 on the recent development of a so called unscented Kalman filter 755 [3]. These methods will be used to calibrate a couple of microscopic 756 traffic flow models to two sets of freeway data, one US-American 757 (the I-880 FSP-dataset) and an European dataset, data from the German 758 freeway A100.}, 759 keywords = {calibration, validation, Kalman filter, , DLR/TS/VM, model calibration}, 760 owner = {dkrajzew}, 761 timestamp = {2011.09.30}, 762 url = {http://elib.dlr.de/22391/} 763} 764 765@INPROCEEDINGS{Brockfeld2003, 766 author = {Elmar Brockfeld and Peter Wagner}, 767 title = {Calibration and Validation of Microscopic Traffic Flow Models}, 768 booktitle = {Traffic and Granular Flow '03}, 769 year = {2003}, 770 editor = {P. H. L. Bovy and S. P. Hoogendoorn and M. Schreckenberg and D. E. 771 Wolf}, 772 publisher = {Springer}, 773 abstract = {Microscopic simulation models are becoming increasingly important 774 tools in modeling transport systems. There are a large number of 775 available models used in many countries. The most difficult stage 776 in the development and use of such models is the calibration and 777 validation of the microscopic sub-models describing the traffic flow, 778 such as the car following, lane changing and gap acceptance models. 779 This difficulty is due to the lack of suitable methods for adapting 780 models to empirical data. The aim of this paper is to present recent 781 progress in calibrating a number of microscopic traffic flow models. 782 By calibrating and validating various models using the same data 783 sets, the models are directly comparable to each other. This sets 784 the basis for a transparent benchmarking of those models. Furthermore, 785 the advantages and disadvantages of each model can be analyzed better 786 to develop a more realistic behavior of the simulated vehicles. 787 788 789 In this work various microscopic traffic flow models have been tested 790 from a very microscopic point of view concerning the car-following 791 behavior and gap-acceptance. The data used for calibration and validation 792 is from car-following experiments performed in Japan in October 2001. 793 The data have been collected by letting nine DGPS-equipped cars follow 794 a lead car driving along a 3 km test track for about 15-30 minutes. 795 So one gets the positions and speeds of each car in time intervals 796 of 0.1 seconds. The experiment was repeated eight times letting the 797 leading driver perform various driving patterns as there are constant 798 speeds of 20, 40, 60 and 80 km/h for some time, driving in waves 799 and emulating many accelerations/decelerations as they are typical 800 at intersections. To minimize driver-dependent correlations between 801 the data sets, the drivers were exchanged between the cars regularly 802 after each experiment. 803 804 805 In this paper we present analyses concerning four of the experiments, 806 namely the patterns mostly with intervals of constant speeds and 807 wave-performing. For each of the four experiments one gets the ten 808 trajectories of the cars in form of the DGPS-positions and speeds. 809 From these the accelerations and distances/gaps between the cars 810 have been calculated, which are used then for the simulation runs.<br/> 811 812 The study was done analyzing the time-development of the gaps between 813 the cars. For the simulation setup only two cars are considered at 814 a time. The leading car is updated as the speeds in the recorded 815 data sets tell and the following car is updated as defined by the 816 equations and rules of the used model, respectively. The absolute 817 error a model produces is calculated via the simple quadratic distance 818 between the recorded gaps and the simulated gaps. To get a percentage 819 error it is additionally related to the mean average gap in each 820 data set. Altogether 36 vehicle pairs (4 experiments * 9 vehicle 821 pairs) were used as data sets for the analyses. 822 823 824 Each model has been calibrated with each of the 36 different constellations 825 separately gaining optimal parameter sets for each ?model - data 826 set? combination. To find the optimal parameter constellations a 827 gradient-free optimization method was used and started several times 828 with different initialization values for each ?model - data set? 829 pair. The variation in initialization is done to avoid sticking with 830 a local minimum, which of course can occur because getting a global 831 minimum can not be guaranteed by those type of optimization algorithms. 832 Subsequently, the validation was performed by determining the error 833 of a given model on all the data sets which have not been used to 834 calibrate the model. 835 836 837 By now, ten microscopic models of a very different kind using 3 to 838 14 parameters have been tested. The most basic parameters used by 839 the models are the car length, a maximum velocity, an acceleration 840 and mostly a deceleration rate. The acceleration and deceleration 841 rates are specified in more detail in some models depending on the 842 recent speed or traffic states (indicated by density for example). 843 Furthermore, some models use a parameter for random braking or another 844 kind of stochastic parameter describing individual driver behavior. 845 Finally, few models use much more parameters to describe the driver?s 846 behavior, which will be briefly described in the final paper. As 847 the time step for the models is 0.1 seconds according to the recorded 848 data, some models with a traditional time step of 1 second ? as for 849 example used for simple cellular automatons - have been modified 850 to adopt for an arbitrarily small time-step. So far the models tested 851 are as follows (more will be added): - CA (cellular automaton model 852 by K. Nagel, M. Schreckenberg), - SK-model (model by S. Krauss), 853 - OVM (?Optimal Velocity Model?, Bando, Hasebe), - IDM (?Intelligent 854 Driver Model?, Helbing), - IDMM (?Intelligent Driver Model with Memory?, 855 Helbing, Treiber), - CATauT (CA model with more variable acceleration 856 and deceleration, own development), - GIPPSLIKE (basic model by P.G. 857 Gipps), - Aerde (model used in the simulation package INTEGRATION), 858 - FRITZSCHE (model used in the british software PARAMICS; it is similar 859 to what is used in the german software VISSIM by PTV), - MitSim (model 860 by Yang, Koutsopulus, used in the software MitSim). 861 862 863 The error rates of the models in comparison to the data sets during 864 the calibration for each model reach from 9 to 24 %. But no model 865 appears to be significantly the best one since every model has the 866 same problems with distinct data sets and other data sets can be 867 simulated quite good with each model. Interestingly, it can be stated 868 that models with more parameters than others do not necessarily reproduce 869 the real data better. The results of the validation process draw 870 a similar picture. The produced errors in these cases are about 12 871 to 30 %, sometimes up to 40 or 60%, which is of course much bigger 872 than in the simple calibration cases. All in all the results after 873 the calibration agree with some results that have been obtained before. 874 But the results of the validation are in parts very bad which probably 875 calls for the development of much better models. The other way to 876 interpret the results is that ? from this microscopic point of view 877 ? errors of about 12-30 % can probably not be suppressed no matter 878 what a model is used. This would be due to the different behavior 879 of each driver.}, 880 journal = {Traffic and Granular Flow '03}, 881 keywords = {calibration, validation, models, traffic flow models, microscopic, 882 DLR/TS/VM, model calibration}, 883 owner = {dkrajzew}, 884 timestamp = {2011.09.30}, 885 url = {http://elib.dlr.de/6653/} 886} 887 888@INPROCEEDINGS{Brockfeld2004, 889 author = {Elmar Brockfeld and Peter Wagner}, 890 title = {Testing and Benchmarking of Microscopic Traffic Flow Models}, 891 booktitle = {WCTR04 - 10th World Conference on Transport Research}, 892 year = {2004}, 893 volume = {abstract book I}, 894 number = {A-D}, 895 pages = {775--776}, 896 abstract = {Microscopic simulation models are becoming increasingly important 897 tools in modelling transport systems. There are large number of available 898 models used in many countries. The important difficult stage in the 899 development and use of such models is the calibration and validation 900 of the microscopic sub-models describing the traffic flow, such as 901 the car following models for example. The aim of this paper is to 902 present recent progress in calibrating more than a dozen microscopic 903 traffic flow models with very different data sets conducted by DGPS-equipped 904 cars (Differential Global Positioning System), loop detectors and 905 human observers. Different approaches to measure the errors the models 906 produce in comparison to reality are compared. It can be stated that 907 from a microscopic point of view errors of about 15-20 % in headway- 908 and travel time-estimation and about 2-7 % in speed-estimation of 909 individual vehicles in the car following process seem to be the minimal 910 reachable level. Furthermore, the larger the simulation horizon is, 911 the smaller the diversity of the analyzed models become in comparison 912 to the diversity in the driver behaviour. Most interesting, no model 913 cold be denoted to be the best and especially highly sophisticated 914 models did not produce better results than very simple ones.}, 915 journal = {Proceedings of the 10th World Conference on Transport Research}, 916 keywords = {traffic flow modeling, benchmarking, simulation, GPS, DLR/TS/VM, model 917 calibration}, 918 owner = {dkrajzew}, 919 timestamp = {2011.09.30}, 920 url = {http://elib.dlr.de/6709/} 921} 922 923@UNPUBLISHED{Brockfeld2004a, 924 author = {Elmar Brockfeld and Peter Wagner}, 925 title = {Kalibrierung und Validierung von mikroskopischen Verkehrsflussmodellen}, 926 year = {2004}, 927 abstract = {Mikroskopische Verkehrsmodelle entwickeln sich zu immer wichtigeren 928 Hilfsmitteln bei der Modellierung von Transportsystemen. Sie helfen 929 bei der Infrastrukturplanung und beim Design von kleinr?umigen Bereichen 930 wie etwa Ampelkreuzungen bis hin zu gro?en Verkehrsnetzen. Auch im 931 Bereich der Verkehrsprognose, speziell der Kurzfristprognose und 932 bei der Entwicklung von Fahrerassistenzsystemen werde sie immer h?ufiger 933 eingesetzt. Von diesen Modellen gibt es eine sehr gro?e Anzahl, die 934 in vielen verschiedenen L?ndern eingesetzt werden. Oft ist jedoch 935 nicht hinreichend klar, welches Modell welche Verkehrsph?nomene und 936 Fahrerverhalten wie genau abbildet. Der schwierigste Schritt bei 937 der Entwicklung und Nutzung solcher Modelle ist der Abgleich der 938 mikroskopischen Teilmodelle, die den Verkehrsfluss beschreiben, mit 939 realen Daten - also die Kalibrierung und Validierung. Diese Teilmodelle 940 sind z. B. Fahrzeugfolgemodelle, Spurwechselmodelle und Abstands-Akzeptanz-Modelle. 941 Die Schwierigkeit der Kalibrierung liegt vor allem darin, dass derzeit 942 noch keine Methoden etabliert sind, wie die Modell mikroskopisch 943 mit realen Daten verglichen werden sollten. Im Vortrag werden methoden 944 hierf?r vorgeschlagen und aktuelle Forschungsergebnisse bzgl. des 945 Vergleichs verschiedener Verkehrsflussmodelle anhand realer Daten 946 vorgestellt. Die Modell wurden alle mit denselben ?ffentlich zug?nglichen 947 Datens?tzen kalibriert und validiert, wodurch vor allem Vergleichbarkeit 948 und Transparenz der ERgebnisse hergestellt wird. Ein wesentliches 949 Ergebnis ist bisher, dass komplexere Modelle nicht notwendigerweise 950 besser sein m?ssen als sehr einfach strukturierte. Ferner geben die 951 Ergebnisse Hinweise auf eine bisher unzureichende Abbildung des Fahrerverhaltens 952 in den Modellen.}, 953 booktitle = {Braunschweiger Verkehrskolloquium des Zentrumf f\"ur Verkehr (ZVB)}, 954 keywords = {Kalibrierung, Validierung, Fahrzeugdaten, Modelle, Simulation, DLR/TS/VM, 955 model calibration}, 956 owner = {dkrajzew}, 957 timestamp = {2011.09.30}, 958 url = {http://elib.dlr.de/6706/} 959} 960 961@INPROCEEDINGS{Brockfeld2002, 962 author = {Elmar Brockfeld and Peter Wagner}, 963 title = {Testing traffic flow models}, 964 booktitle = {Computional Physics Conference}, 965 year = {2002}, 966 note = { LIDO-Berichtsjahr=2003,}, 967 journal = {Proceedings of the Computional Physics Conference}, 968 keywords = {DLR/TS/VM, model calibration}, 969 owner = {dkrajzew}, 970 timestamp = {2011.09.30}, 971 url = {http://elib.dlr.de/6505/} 972} 973 974@ARTICLE{Chao-Qun2008, 975 author = {Mei Chao-Qun and Huang Hai-Jun and Tang Tie-Qiao}, 976 title = {Improving Urban Traffic by Velocity Guidance}, 977 journal = {Intelligent Computation Technology and Automation, International 978 Conference on}, 979 year = {2008}, 980 volume = {2}, 981 pages = {383-387}, 982 __markedentry = {[dkrajzew:6]}, 983 address = {Los Alamitos, CA, USA}, 984 doi = {http://doi.ieeecomputersociety.org/10.1109/ICICTA.2008.288}, 985 isbn = {978-0-7695-3357-5}, 986 owner = {dkrajzew}, 987 publisher = {IEEE Computer Society}, 988 timestamp = {2012.01.26} 989} 990 991@ARTICLE{Chowdhury2000, 992 author = {Debashish Chowdhury and Ludger Santen and Andreas Schadschneider}, 993 title = {Statistical physics of vehicular traffic and some related systems}, 994 journal = {Physics Reports}, 995 year = {2000}, 996 volume = {329}, 997 pages = {199 - 329}, 998 number = {4-6}, 999 doi = {10.1016/S0370-1573(99)00117-9}, 1000 issn = {0370-1573}, 1001 keywords = {Cellular automata, Models}, 1002 owner = {dkrajzew}, 1003 timestamp = {2011.09.19}, 1004 url = {http://arxiv.org/abs/cond-mat/0007053} 1005} 1006 1007@INPROCEEDINGS{Cottingham2005, 1008 author = {David N. Cottingham AND Jonathan J. Davies AND Alastair R. Beresford}, 1009 title = {{Congestion-Aware Vehicular Traffic Routing Using WiFi Hotspots}}, 1010 booktitle = {{Communications Innovation Institute Workshop}}, 1011 year = {2005}, 1012 month = apr, 1013 organization = {Cambridge-MIT Institute}, 1014 note = {Conference Paper}, 1015 keywords = {V2X, Assignment, University of Cambridge}, 1016 owner = {Jonathan Davies (jjd27)}, 1017 timestamp = {2011.09.19}, 1018 url = {http://www.cl.cam.ac.uk/research/dtg/www/files/publications/public/jjd27/ciiHandout.pdf} 1019} 1020 1021@MISC{Duering2011, 1022 author = {Michael D�ring}, 1023 title = {Simulative Untersuchung und Bewertung Vehicle-to-Infrastructure basierter 1024 Anfahrstrategien an Lichtsignalanlagen}, 1025 month = {07}, 1026 year = {2011}, 1027 abstract = {Das Institut f�r Verkehrssystemtechnik im Deutschen Zentrum f�r Luft- 1028 und Raumfahrt e.V. 1029 1030 (DLR) besch�ftigt sich, unter anderem, mit der Entwicklung und Evaluation 1031 von Fahrerassistenzsystemen. 1032 1033 In diesem Zusammenhang ist das DLR Mitglied im Car-2-Car Communication 1034 1035 Consortium, welches eine f�hrende Rolle bei der Erarbeitung von Standards 1036 (IEEE 1037 1038 802.11p) f�r die drahtlose �bertragung von Informationen zwischen 1039 Fahrzeugen sowie 1040 1041 Fahrzeugen und kooperativer Verkehrsinfrastruktur definiert. Erste 1042 Demonstrationen zeigen 1043 1044 den sinnvollen Einsatz dieser Technologie f�r k�nftige Fahrerassistenzsysteme. 1045 Das 1046 1047 Ziel dieser Systeme ist es die Sicherheit und die Effizienz im Stra�enverkehr 1048 weiter zu 1049 1050 erh�hen. 1051 1052 1053 Im Entwicklungsprozess von Assistenz- und Automationssystemen werden 1054 verschiedene 1055 1056 Schritte, beginnend bei Simulationsstudien zur Absch�tzung der Auswirkungen 1057 eines neuartigen 1058 1059 Systems im Verkehr bis hin zur Evaluation von Prototypen in Feldversuchen, 1060 1061 durchlaufen. In der vorliegenden Arbeit wird das Anfahrverhalten von 1062 50 Fahrzeugen simuliert, 1063 1064 die sich in einem R�ckstau vor einer Lichtsignalanlage (LSA) befinden. 1065 Der Aufbau 1066 1067 der Simulation besteht aus einer LSA gesteuerten Kreuzung, deren einzige 1068 Fahrtrichtung 1069 1070 jeweils die Geradeausfahrt ist. Als Simulationsumgebung wird SUMO 1071 verwendet. 1072 1073 1074 Das Ziel der Arbeit ist die Untersuchung und Auswertung von drei unterschiedlichen 1075 Anfahrszenarien. 1076 1077 Zum einen wird das derzeitige Anfahrverhalten abgebildet. Zum anderen 1078 1079 werden zwei Fahrerassistenzsysteme betrachtet. Ein Assistenzsystem 1080 unterst�tzt den 1081 1082 Fahrer, indem ihm die Restzeit der Rotphase angezeigt wird bzw. indem 1083 der Assistent den 1084 1085 Fahrer beim Beschleunigungsvorgang unterst�tzt. Der andere Assistent 1086 �bernimmt vollautomatisch 1087 1088 die L�ngsf�hrung der Fahrzeuge. F�r die beiden Assistenten wird die 1089 Vehicleto- 1090 1091 X Technologie mit einer Durchdringungsrate von 100% vorausgesetzt. 1092 1093 1094 Es wird gezeigt, dass durch die Variation der Anfahrstrategie sowohl 1095 eine Verringerung 1096 1097 der Aufenthaltsdauer des letzten Fahrzeugs in der Simulation (im Folgenden 1098 Simulationszeit) 1099 1100 von 25% bis 85% als auch die Reduzierung der Anzahl der Gr�nphasen 1101 der LSA zum 1102 1103 R�umen der Kreuzung von 14 auf 4 m�glich ist. Die Einsparungsm�glichkeiten 1104 hinsichtlich 1105 1106 des Kraftstoffverbrauchs liegen zwischen 21% und 94%. Weiterhin wurden 1107 mit der Gr�nphasendauer 1108 1109 und dem Beschleunigungswert zwei Parameter identifiziert, die bedeutenden 1110 1111 Einfluss auf den Ablauf der Simulation und das Potential zur Reduzierung 1112 der Simulationszeit 1113 1114 und des Kraftstoffverbrauchs bzw. der Emission haben.}, 1115 file = {pdf:http\://elib.dlr.de/70524/1/Studienarbeit_Michael_D%C3%BCring_110726.pdf:URL}, 1116 keywords = {Lichtsignalanlagen, Anfahren, V2X, TLS, DLR/TS/VM}, 1117 owner = {dkrajzew}, 1118 timestamp = {2011.11.23}, 1119 url = {http://elib.dlr.de/70524/} 1120} 1121 1122@INPROCEEDINGS{Figueiredo2001, 1123 author = {Figueiredo, L. and Jesus, I. and Machado, J.A.T. and Ferreira, J.R. 1124 and Martins de Carvalho, J.L.}, 1125 title = {Towards the development of intelligent transportation systems}, 1126 booktitle = {Intelligent Transportation Systems, 2001. Proceedings. 2001 IEEE}, 1127 year = {2001}, 1128 pages = {1206 -1211}, 1129 __markedentry = {[dkrajzew:6]}, 1130 abstract = {This paper presents a review of the state of the art on intelligent 1131 transportation systems. ITS involves a large number of research areas 1132 and, therefore, this paper focus on those we believe to be the most 1133 relevant. The main purpose is to study the achievements attained 1134 in the last years and to give an overview of possible directions 1135 towards future research}, 1136 doi = {10.1109/ITSC.2001.948835}, 1137 keywords = {intelligent transportation system development;automated highways;reviews;}, 1138 owner = {dkrajzew}, 1139 timestamp = {2012.01.26} 1140} 1141 1142@INPROCEEDINGS{dlr65966, 1143 author = {Gunnar Fl{\"o}tter{\"o}d and Yun-Pang Fl{\"o}tter{\"o}d}, 1144 title = {A method to resolve non-unique flows in deterministic macroscopic 1145 intersection models}, 1146 booktitle = {Transportation Research Board 92nd Annaul Meeting}, 1147 year = {2013}, 1148 abstract = {The modeling of complex urban road intersections with deterministic 1149 macroscopic models of traffic flow is known to suffer from non-unique 1150 solutions. This article proposes a new method to deal with this problem.}, 1151 keywords = {deterministic macroscopic traffic model, traffic simulation}, 1152 owner = {dkrajzew}, 1153 timestamp = {2014.01.08}, 1154 url = {http://elib.dlr.de/65966/} 1155} 1156 1157@INPROCEEDINGS{dlr62189, 1158 author = {Gunnar Fl{\"o}tter{\"o}d and Daniel Krajzewicz and Yun-Pang Wang 1159 and Michael Behrisch and Peter Wagner}, 1160 title = {Disaggregate route choice estimation for the SUMO traffic microsimulator 1161 with the Cadyts calibration tool for improved traffic management}, 1162 booktitle = {2nd NEARCTIS workshop 2009}, 1163 year = {2009}, 1164 keywords = {route choice}, 1165 owner = {dkrajzew}, 1166 timestamp = {2014.01.08}, 1167 url = {http://elib.dlr.de/62189/} 1168} 1169 1170@INPROCEEDINGS{dlr72232, 1171 author = {Gunnar Fl{\"o}tter{\"o}d and Peter Wagner and Yun-Pang Wang}, 1172 title = {Identifiability and practical relevance of complex car-following 1173 models}, 1174 booktitle = {Traffic And Granular Flow}, 1175 year = {2011}, 1176 month = {September}, 1177 abstract = {This article looks at car-following models with a deliberately pragmatic 1178 perspective: What information about driver behavior can be extracted 1179 from a given data set without more or less speculative assumptions 1180 about underlying behavioral laws. The objective of this exercise 1181 is not to invalidate existing models but to obtain a better understanding 1182 of how much (complex) model structure can be revealed/validated from 1183 real data.}, 1184 keywords = {car following models, ARIMA, calibration}, 1185 owner = {dkrajzew}, 1186 timestamp = {2014.01.08}, 1187 url = {http://elib.dlr.de/72232/} 1188} 1189 1190@INPROCEEDINGS{dlr71871, 1191 author = {Yun-Pang Fl{\"o}tter{\"o}d and Laura Bieker}, 1192 title = {Demand-oriented traffic management for incidents and disasters}, 1193 booktitle = {ICEM 2012}, 1194 year = {2012}, 1195 abstract = {Traffic simulation has been extensively used as a decision support 1196 tool for efficient traffic management in daily life. During disasters 1197 and incidents, traffic simulation can further help rescue teams to 1198 understand the current traffic state and the possible impacts of 1199 proposed strategies and then to make proper decisions. At this point, 1200 the changes in traffic demand should also be considered in the simulation 1201 to reflect the latest traffic state. In this paper, a demand-oriented 1202 traffic management system for disasters and incidents with a web-based 1203 portal is introduced. In this system, not only the real-time data 1204 from loop and wireless detectors but also traffic simulation are 1205 used for reconstructing and predicting the traffic state. Furthermore, 1206 four traffic demand categories for disasters and incidents are proposed 1207 in the system. Some respective demand characteristics are collected 1208 according to historical cases, such as departure pattern and people?s 1209 perception about evacuation. Such characteristics will be used in 1210 the system, since they have a great influence on the simulated traffic 1211 state and the effectiveness of applied strategies. Finally, the approach 1212 how to generate the respective special demands for disasters and 1213 incidents with consideration of the normal traffic demand is proposed 1214 as well. }, 1215 keywords = {traffic management; disaster; SUMO;VABENE; traffic simulation}, 1216 owner = {dkrajzew}, 1217 timestamp = {2014.01.08}, 1218 url = {http://elib.dlr.de/71871/} 1219} 1220 1221@INPROCEEDINGS{dlr80610, 1222 author = {Yun-Pang Fl{\"o}tter{\"o}d and Peter Wagner and Michael Behrisch 1223 and Daniel Krajzewicz}, 1224 title = {Simulated-based Validity Analysis of Ecological User Equilibrium}, 1225 booktitle = {2012 Winter Simulation Conference}, 1226 year = {2012}, 1227 month = {Dezember}, 1228 abstract = {Microscopic traffic simulation models are applied in the analysis 1229 of transportation systems for years. Nevertheless, calibration (and 1230 validation) of microscopic sub-models such as car-following and gap-acceptance 1231 models is still a recent matter. The objective of the calibration 1232 is to adapt the simulation output to empirical data by adjusting 1233 the model's parameters. However, simulation results may vary from 1234 the underlying real-world data, despite the calibration. To analyze 1235 these deviations the present paper compares two different approaches 1236 of calibration using data from a single-lane car-following experiment 1237 on a Japanese test track. It is demonstrated that the results of 1238 the two methods differ significantly. A recommendation for the more 1239 appropriate method to use is given.}, 1240 journal = {Winter Simulation Conference Archive}, 1241 keywords = {traffic simulation, user equilibrium, ecology}, 1242 owner = {dkrajzew}, 1243 timestamp = {2014.01.08}, 1244 url = {http://elib.dlr.de/80610/} 1245} 1246 1247@INPROCEEDINGS{Flotterod2009, 1248 author = {Gunnar Fl\"otter\"od and Daniel Krajzewicz and Yun-Pang Wang and 1249 Michael Behrisch and Peter Wagner}, 1250 title = {Disaggregate route choice estimation for the SUMO traffic microsimulator 1251 with the Cadyts calibration tool for improved traffic management}, 1252 booktitle = {2nd NEARCTIS workshop 2009}, 1253 year = {2009}, 1254 file = {poster:http\://elib.dlr.de/62189/1/Nearctis_RouteChoiceEstimation_poster.pdf:URL}, 1255 keywords = {route choice}, 1256 owner = {Daniel}, 1257 timestamp = {2011.12.02}, 1258 url = {http://elib.dlr.de/62189/} 1259} 1260 1261@TECHREPORT{Furian2013, 1262 author = {Furian, Nikolaus and Hausberger, Stefan and Krajzewicz, Daniel}, 1263 title = {Extended Simulation Tool PHEM coupled to SUMO with User Guide (Draft)}, 1264 institution = {COLOMBO consortium}, 1265 year = {2013}, 1266 type = {Deliverable to the European Commission}, 1267 month = {October}, 1268 owner = {dkrajzew}, 1269 timestamp = {2014.01.08} 1270} 1271 1272@PHDTHESIS{Gawron1999, 1273 author = {Gawron, Christian}, 1274 title = {Simulation-Based Traffic Assignment -- Computing User Equilibria 1275 in Large Street Networks}, 1276 school = {Universit\"{a}t zu K\"{o}ln}, 1277 year = {1999}, 1278 citeulike-article-id = {8937803}, 1279 file = {:https\://sumo.dlr.de/pdf/GawronDiss.pdf:URL}, 1280 institution = {Informatik, Universit\"{a}t zu K\"{o}ln}, 1281 keywords = {equilibrium, learning, simulation, sumo, Assignment, ZAIK}, 1282 number = {366}, 1283 owner = {dkrajzew}, 1284 pages = {113}, 1285 posted-at = {2011-03-04 07:57:16}, 1286 priority = {2}, 1287 timestamp = {2011.09.19} 1288} 1289 1290@INPROCEEDINGS{GOZALVEZ2009, 1291 author = {Javier GOZALVEZ and Siebe TURKSMA and Lan LIN and Oscar LAZARO and 1292 Fabio CARTOLANO and Eric ROBERT and Daniel KRAJZEWICZ and Ramon BAUZA 1293 and Fethi FILALI and Matthias R\"OCKL and Jeremie LEGUAY and Carlo 1294 MICHELACCI and Jaap VREESWIJK and Julen MANEROS and Ainara GONZALEZ 1295 and Massimiliano LENARDI}, 1296 title = {iTETRIS: the Framework for Large-Scale Research on the Impact of 1297 Cooperative Wireless Vehicular Communications Systems in Traffic 1298 Efficiency}, 1299 booktitle = {ICT-MobileSummit 2009}, 1300 year = {2009}, 1301 abstract = {Cooperative vehicular ICT systems have been identified as an attractive 1302 technology to improve traffic management and safety, while providing 1303 Internet on the move. To achieve these objectives, cooperative vehicular 1304 communication systems allow the dynamic exchange of messages between 1305 vehicles, and between vehicles and infrastructure. To ensure the 1306 efficiency of cooperative vehicular ICT systems, it is crucial that 1307 the communication protocols are adequately designed and optimised, 1308 and that the applications using such communication capabilities are 1309 tested under realistic conditions. In this context, this paper presents 1310 the EU-funded iTETRIS platform that is being created to allow for 1311 a realistic and accurate evaluation of the design and impact of cooperative 1312 vehicular communication systems and traffic management policies under 1313 realistic large-scale scenarios.}, 1314 keywords = {Cooperative vehicular ICT, wireless communications, heterogeneous 1315 systems, simulation platform, traffic management.}, 1316 owner = {Daniel}, 1317 timestamp = {2011.12.02}, 1318 url = {http://elib.dlr.de/62037/} 1319} 1320 1321@INPROCEEDINGS{Greenwood:2009:GDT:1558109.1558322, 1322 author = {Dominic Greenwood and Branislav Burdiliak and Ivan Trencansky and 1323 Hartmut Armbruster and Christian Dannegger}, 1324 title = {GreenWave distributed traffic intersection control}, 1325 booktitle = {Proceedings of The 8th International Conference on Autonomous Agents 1326 and Multiagent Systems - Volume 2}, 1327 year = {2009}, 1328 series = {AAMAS '09}, 1329 pages = {1413--1414}, 1330 address = {Richland, SC}, 1331 publisher = {International Foundation for Autonomous Agents and Multiagent Systems}, 1332 acmid = {1558322}, 1333 isbn = {978-0-9817381-7-8}, 1334 keywords = {distributed multiagent traffic intersection phase control, emergent 1335 green wave, video camera sensor}, 1336 location = {Budapest, Hungary}, 1337 numpages = {2}, 1338 url = {http://dl.acm.org/citation.cfm?id=1558109.1558322} 1339} 1340 1341@INPROCEEDINGS{Harri2011, 1342 author = {J\'er\^ome H\"arri and Pasquale Cataldi and Daniel Krajzewicz and 1343 Robbin J. Blokpoel and Yoann Lopez and Jeremie Leguay}, 1344 title = {Modeling and Simulating ITS Applications with iTETRIS}, 1345 booktitle = {MSWiM'11, 14th ACM International Conference on Modeling, Analysis 1346 and Simulation of Wireless and Mobile Systems}, 1347 year = {2011}, 1348 month = {Oktober}, 1349 abstract = {his work presents the modeling methodology of the iTETRIS platform 1350 to integrate and simulate ITS applications. iTETRIS is a modular 1351 and open-source simulation platform composed of four key modules: 1352 the network simulator ns-3, the traffic simulator SUMO, an ITS (Intelligent 1353 Transportation System) application simulator, and a central federating 1354 module called iCS. Our contribution is twofold: First, we propose 1355 a methodology to model and simulate ITS applications with iTETRIS 1356 around three main mechanisms: (i) message management with generic 1357 open APIs based on subscription/result container mechanisms (ii) 1358 data management with the integration of an application facilities 1359 layer in the iCS, including a local dynamic map (LDM), (iii) application 1360 management with an ITS application simulator including one or more 1361 application logics. Second, we apply this methodology to implement 1362 the following four ITS applications: dynamic route planning, bus 1363 lane management, emergency vehicle, and contextual speed adaptation. 1364 We describe their integrations in iTETRIS, including a characterization 1365 of their interactions with the iCS, and illustrate the benefits of 1366 these ITS applications on traffic efficiency, gasoline consumption, 1367 or air pollutant emissions.}, 1368 keywords = {Intelligent Transportation Systems (ITS), Simulation Platform, ITS 1369 Application, iTETRIS, Performance Evaluation}, 1370 owner = {Daniel}, 1371 timestamp = {2011.12.02}, 1372 url = {http://elib.dlr.de/70969/} 1373} 1374 1375@INPROCEEDINGS{Hopfner2007, 1376 author = {Marcus H\"opfner and Ingmar Ehrenpfordt and Eric Nicolay and Benjamin 1377 Maier and Elmar Brockfeld and Daniel Krajzewicz}, 1378 title = {Simulation und Feldtest f\"ur die Validation mobilfunkbasierter Verkehrsdaten}, 1379 booktitle = {CeBIT in Motion - Forum for Telematics and Navigation}, 1380 year = {2007}, 1381 editor = { Deutsche Messe AG}, 1382 month = {M\"arz}, 1383 abstract = {Im Rahmen des vom BMBF gef?rderten Forschungsprojektes ?TrafficOnline 1384 ? Online Verkehrsdatenerfassung ?ber Mobilfunknetze? wird ein Verfahren 1385 zur Erfassung von Verkehrsdaten entwickelt, welches auf der Beobachtung 1386 von im Stra?enverkehr mitgef?hrten Mobiltelefonen basiert. Hierbei 1387 wird insbesondere der im Verkehrsnetz zur?ckgelegte Weg mobiler Telefonate, 1388 welche den Bereich mehrerer Mobilfunkzellen passieren, in anonymer 1389 Art und Weise ausgewertet und daraus eine durchschnittliche Reisegeschwindigkeit 1390 ermittelt. Das Institut f?r Verkehrsf?hrung und Fahrzeugsteuerung 1391 hat eine Testmethodik aufgebaut, auf deren Basis die ?berpr?fung 1392 der Einsatzgrenzen und Qualit?t des TrafficOnline-Verfahrens erfolgt. 1393 F?r die Validation des Verfahrens fand im Gro?raum Berlin ein Feldtest 1394 statt. Hierf?r wurden im GSM-Netz spezielle Erfassungsrechner installiert, 1395 welche f?r einen l?ngeren Zeitraum s?mtliche an der Abis-Schnittstelle 1396 auflaufenden Mobilfunkdaten aufzeichneten. Das Testgebiet erstreckte 1397 sich dabei ?ber den s?dwestlichen Teil Berlins, ausgehend vom Zentrum 1398 bis zum Autobahnring BAB A10. Damit umfasste es neben den ?bergeordneten 1399 Bundesfernstra?en auch Teile des nachgeordneten Stra?ennetzes im 1400 Zentrum Berlins. Im Rahmen der Auswertung des Feldtestes erfolgt 1401 ein Abgleich der mittels des TrafficOnline-Verfahrens generierten 1402 Verkehrsdaten mit lokalen Verkehrsdetektoren. Als Referenzdaten werden 1403 dabei unter anderem die Induktionsschleifen und Passivinfrarotdetektoren 1404 der Verkehrsmanagementzentrale Berlin verwendet. Neben diesem Feldtest 1405 kommt als zweiter Teil der Validation eine Simulation zum Einsatz. 1406 Als Simulationstool wurde das Programm "Simulation of Urban MObility" 1407 (SUMO) gew?hlt. Es handelt sich dabei um eine mikroskopische Verkehrssimulation, 1408 welche vom Zentrum f?r Angewandte Informatik K?ln und dem Institut 1409 f?r Verkehrsforschung Berlin entwickelt wurde. Mit diesem Simulationstool 1410 wird vor allem die ?bertragbarkeit des TrafficOnline-Verfahrens auf 1411 verschiedenste r?umliche Gegebenheiten und unterschiedliche Mobilfunknetze 1412 gepr?ft wird. Um diese Pr?fung durchf?hren zu k?nnen, wurde das Tool 1413 SUMO an die speziellen Anforderungen angepasst und um notwendige 1414 Funktionalit?ten erg?nzt.}, 1415 journal = {CeBIT in Motion - Forum for Telematics and Navigation}, 1416 keywords = {Verkehrsdatenerfassung, Floating Phone Data, Verkehrssimulation}, 1417 owner = {Daniel}, 1418 timestamp = {2011.12.02}, 1419 url = {http://elib.dlr.de/48868/} 1420} 1421 1422@MASTERSTHESIS{Heppner2010, 1423 author = {Matthias Heppner}, 1424 title = {Einf�hrung von Unit Tests in das bestehende C++ Softwaresystem SUMO}, 1425 school = {Humboldt-Universit�t zu Berlin}, 1426 year = {2010}, 1427 month = {January}, 1428 owner = {behr_mi}, 1429 timestamp = {2011.12.05}, 1430 url = {http://www2.informatik.hu-berlin.de/swt/dipl/MatthiasHeppner.2010.pdf} 1431} 1432 1433@ARTICLE{joerer2012towards, 1434 author = {Joerer, Stefan and Sommer, Christoph and Dressler, Falko}, 1435 title = {{Towards Reproducibility and Comparability of IVC Simulation Studies 1436 - A Literature Survey}}, 1437 journal = {IEEE Communications Magazine}, 1438 year = {2012}, 1439 note = {to appear}, 1440 publisher = {IEEE} 1441} 1442 1443@UNPUBLISHED{Kuhne2006, 1444 author = {Reinhart K\"uhne and Marius Schlingelhof and Daniel Krajzewicz}, 1445 title = {NEW GLOBAL NAVIGATION SATELLITE SYSTEM BASED APPROACHES FOR ADVANCED 1446 DRIVER ASSISTANCE}, 1447 note = {Probably duplicate}, 1448 month = {Januar}, 1449 year = {2006}, 1450 booktitle = {TRB 2006 (85. Annual Meeting)}, 1451 keywords = {Navigation, Satellite System, Driver Assistance}, 1452 owner = {Daniel}, 1453 timestamp = {2011.12.02}, 1454 url = {http://elib.dlr.de/44423/} 1455} 1456 1457@INPROCEEDINGS{Karnadi2007, 1458 author = {Karnadi, F.K. and Zhi Hai Mo and Kun-chan Lan}, 1459 title = {Rapid Generation of Realistic Mobility Models for VANET}, 1460 booktitle = {Wireless Communications and Networking Conference, 2007.WCNC 2007. 1461 IEEE}, 1462 year = {2007}, 1463 pages = {2506 -2511}, 1464 month = {march}, 1465 abstract = {One emerging, new type of ad-hoc network is the vehicular ad-hoc network 1466 (VANET), in which vehicles constitute the mobile nodes in the network. 1467 Due to the prohibitive cost of deploying and implementing such a 1468 system in real world, most research in VANET relies on simulations 1469 for evaluation. A key component for VANET simulations is a realistic 1470 vehicular mobility model that ensures conclusions drawn from simulation 1471 experiments will carry through to real deployments. In this work, 1472 we introduce a tool MOVE that allows users to rapidly generate realistic 1473 mobility models for VANET simulations. MOVE is built on top of an 1474 open source micro-traffic simulator SUMO. The output of MOVE is a 1475 realistic mobility model and can be immediately used by popular network 1476 simulators such as ns-2 and qualnet. We evaluate and compare ad-hoc 1477 routing performance for vehicular nodes using MOVE to that using 1478 the random waypoint model. We show that the simulation results obtained 1479 when nodes moving according to a realistic mobility model is significantly 1480 different from that of the commonly used random waypoint model.}, 1481 doi = {10.1109/WCNC.2007.467}, 1482 issn = {1525-3511}, 1483 keywords = {MOVE tool;SUMO;VANET simulations;ad-hoc routing performance;mobile 1484 nodes;network simulators;open source microtraffic simulator;random 1485 waypoint model;realistic vehicular mobility model;vehicular ad-hoc 1486 network;vehicular nodes;ad hoc networks;public domain software;telecommunication 1487 network routing;traffic engineering computing;, V2X, New South Wales 1488 University}, 1489 owner = {dkrajzew}, 1490 timestamp = {2011.09.19} 1491} 1492 1493@INPROCEEDINGS{Katsaros2011b, 1494 author = {Katsaros, Konstantinos and Dianati, Mehrdad and Tafazolli, Rahim 1495 and Kernchen, Ralf}, 1496 title = {{CLWPR - A Novel Cross-Layer Optimized Position Based Routing Protocol 1497 for VANETs}}, 1498 booktitle = {2011 IEEE Vehicular Networking Conference (VNC) (VNC 2011)}, 1499 year = {2011}, 1500 pages = {200--207}, 1501 __markedentry = {[dkrajzew:]}, 1502 abstract = {In this paper, we propose a novel position-based routing protocol 1503 designed to anticipate the characteristics of an urban VANET environment. 1504 The proposed algorithm utilizes the prediction of the node's position 1505 and navigation information to improve the efficiency of routing protocol 1506 in a vehicular network. In addition, we use the information about 1507 link layer quality in terms of SNIR and MAC frame error rate to further 1508 improve the efficiency of the proposed routing protocol. This in 1509 particular helps to decrease end-to-end delay. Finally, carry-n-forward 1510 mechanism is employed as a repair strategy in sparse networks. It 1511 is shown that use of this technique increases packet delivery ratio, 1512 but increases end-to-end delay as well and is not recommended for 1513 QoS constraint services. Our results suggest that compared with GPSR, 1514 our proposal demonstrates better performance in the urban environment.}, 1515 file = {:http\://info.ee.surrey.ac.uk/Personal/K.Katsaros/papers/KK_CLWPR_VNC_11.pdf:URL}, 1516 keywords = {vehicular ad-hoc networks, position based routing, cross-layer.}, 1517 owner = {dkrajzew}, 1518 timestamp = {2012.01.25} 1519} 1520 1521@INPROCEEDINGS{Katsaros2011a, 1522 author = {Katsaros, Konstantinos and Kernchen, Ralf and Dianati, Mehrdad and 1523 Rieck, David}, 1524 title = {{Performance study of a Green Light Optimized Speed Advisory ( GLOSA 1525 ) Application Using an Integrated Cooperative ITS Simulation Platform}}, 1526 booktitle = {International Wireless Communications and Mobile Computing Conference 1527 (IWCMC)}, 1528 year = {2011}, 1529 pages = {918--923}, 1530 __markedentry = {[dkrajzew:]}, 1531 abstract = {This paper proposes a Green Light Optimized Speed Advisory (GLOSA) 1532 application implementation in a typical reference area, and presents 1533 the results of its performance analysis using an integrated cooperative 1534 ITS simulation platform. Our interest was to monitor the impacts 1535 of GLOSA on fuel and traffic efficiency by introducing metrics for 1536 average fuel consumption and average stop time behind a traffic light, 1537 respectively. For gathering the results we implemented a traffic 1538 scenario defining a single route through an urban area including 1539 two traffic lights. The simulations are varied for different penetration 1540 rates of GLOSA-equipped vehicles and traffic density. Our results 1541 indicate that GLOSA systems could improve fuel consumption and reduce 1542 traffic congestion in junctions.}, 1543 doi = {10.1109/IWCMC.2011.5982524}, 1544 file = {:http\://info.ee.surrey.ac.uk/Personal/K.Katsaros/papers/KK_GLOSA_IWCMC_11.pdf:URL}, 1545 keywords = {GLOSA,fuel consumption,traffic congestion,traffic light advisory,vehicular 1546 communications}, 1547 mendeley-tags = {GLOSA}, 1548 owner = {dkrajzew}, 1549 timestamp = {2012.01.25} 1550} 1551 1552@ARTICLE{Katsaros2011, 1553 author = {Katsaros, Konstantinos and Kernchen, Ralf and Dianati, Mehrdad and 1554 Rieck, David and Zinoviou, Charalambos}, 1555 title = {{Application of Vehicular Communications for Improving the Efficiency 1556 of Traffic in Urban Areas}}, 1557 journal = {Wireless Communications and Mobile Computing}, 1558 year = {2011}, 1559 volume = {11}, 1560 pages = {1657--1667}, 1561 number = {12}, 1562 __markedentry = {[dkrajzew:]}, 1563 abstract = {This paper studies the impacts of vehicular communications on efficiency 1564 of traffic in urban areas. We consider a Green Light Optimized Speed 1565 Advisory (GLOSA) application implementation in a typical reference 1566 area, and present the results of its performance analysis using an 1567 integrated cooperative ITS simulation platform. In addition, we study 1568 route alternation using Vehicle to Infrastructure (V2I) and Vehicle 1569 to Vehicle (V2V) communications. Our interest was to monitor the 1570 impacts of these applications on fuel and traffic efficiency by introducing 1571 metrics for average fuel consumption, average stop time behind a 1572 traffic light and average trip time, respectively. For gathering 1573 the results we implemented two traffic scenarios defining routes 1574 through an urban area including traffic lights. The simulations are 1575 varied for different penetration rates of application-equipped vehicles, 1576 drivers compliance to the advised speed and traffic density. Our 1577 results indicate that GLOSA systems could improve fuel consumption, 1578 reduce traffic congestion in junctions and the total trip time.}, 1579 doi = {10.1002/wcm.1233}, 1580 file = {:http\://info.ee.surrey.ac.uk/Personal/K.Katsaros/papers/KK_GLOSA_SI_WCMC_11.pdf:URL}, 1581 keywords = {fuel consumption,traffic congestion,traffic light advisory,vehicular 1582 communications, alternative route}, 1583 owner = {dkrajzew}, 1584 timestamp = {2012.01.25} 1585} 1586 1587@INPROCEEDINGS{Kerekes2009, 1588 author = {{Kerekes}, J.~P. and {Presnar}, M.~D. and {Fourspring}, K.~D. and 1589 {Ninkov}, Z. and {Pogorzala}, D.~R. and {Raisanen}, A.~D. and {Rice}, 1590 A.~C. and {Vasquez}, J.~R. and {Patel}, J.~P. and {MacIntyre}, R.~T. 1591 and {Brown}, S.~D.}, 1592 title = {{Sensor modeling and demonstration of a multi-object spectrometer 1593 for performance-driven sensing}}, 1594 booktitle = {Society of Photo-Optical Instrumentation Engineers (SPIE) Conference 1595 Series}, 1596 year = {2009}, 1597 volume = {7334}, 1598 series = {Society of Photo-Optical Instrumentation Engineers (SPIE) Conference 1599 Series}, 1600 month = may, 1601 adsnote = {Provided by the SAO/NASA Astrophysics Data System}, 1602 adsurl = {http://adsabs.harvard.edu/abs/2009SPIE.7334E..17K}, 1603 doi = {10.1117/12.819265}, 1604 keywords = {surveillance, Numerica Corporation, Air Force Institute of Technology, 1605 Rochester Institute of Technology}, 1606 owner = {dkrajzew}, 1607 timestamp = {2011.09.19} 1608} 1609 1610@INBOOK{Krajzewicz2010b, 1611 pages = {269--294}, 1612 title = {Traffic Simulation with SUMO - Simulation of Urban Mobility}, 1613 publisher = {Springer}, 1614 year = {2010}, 1615 editor = {Jaume Barcel\'o}, 1616 author = {Daniel Krajzewicz}, 1617 series = {International Series in Operations Research and Management Science}, 1618 month = {October}, 1619 journal = {Fundamentals of Traffic Simulation}, 1620 keywords = {traffic simulation, sumo}, 1621 owner = {Daniel}, 1622 timestamp = {2011.12.02}, 1623 url = {http://elib.dlr.de/66135/} 1624} 1625 1626@MISC{Krajzewicz2009a, 1627 author = {Daniel Krajzewicz}, 1628 title = {Kombination von taktischen und strategischen Einfl\"ussen in einer 1629 mikroskopischen Verkehrsflusssimulation}, 1630 year = {2009}, 1631 abstract = {Eine mikroskopische Verkehrsflusssimulation gro?er Areale kann nur 1632 realit?tsnah durchge-f?hrt werden, wenn der Algorithmus zur Spurwahl 1633 sowohl taktische als auch strategische Ent-scheidungen des Fahrers 1634 umsetzt. Innerhalb dieser Arbeit wird das aktuell (Stand Juni 2008) 1635 in der freien, mikroskopischen Verkehrsflusssimulation ?SUMO? implementierte 1636 Modell vorgestellt und besprochen, welches beide Ebenen vereint.}, 1637 editor = {Thomas J\"urgensohn and Harald Kolrep}, 1638 journal = {Fahrermodellierung in Wissenschaft und Wirtschaft, 2. Berliner Fachtagung 1639 f\"ur Fahrermodellierung}, 1640 keywords = {mikroskopische Verkehrsflusssimulation, Spurwechsel}, 1641 number = {28}, 1642 owner = {Daniel}, 1643 pages = {104--115}, 1644 publisher = {VDI-Verlag}, 1645 series = {Verein Deutscher Ingenieure [Fortschritt-Berichte VDI / 22]: Fortschritt-Berichte 1646 / VDI ; Nr. 28 : Reihe 22, Mensch-Maschine-Systeme}, 1647 timestamp = {2011.12.02}, 1648 url = {http://elib.dlr.de/58663/} 1649} 1650 1651@INPROCEEDINGS{Krajzewicz2003c, 1652 author = {Daniel Krajzewicz}, 1653 title = {A Cognitive Driver Model}, 1654 booktitle = {ECTRI 2003 - Young Researcher Seminar}, 1655 year = {2003}, 1656 abstract = {many different approaches to understand the process of driving a car 1657 exist, we try to simulate it within this project. This methodology 1658 fits wll into our institute?s work where traffic simulations play 1659 an important role. We not only hope to gain some information about 1660 the most concerned topics on driver related problems - issues on 1661 ergonomics and traffic security - but also some knowledge about traffic 1662 itself. We hope this knowledge will help us to improve microscopic 1663 traffic models used for large area simulations. Herein, som basic 1664 concepts the model incorporates and the main problems during the 1665 research and implementation are described.}, 1666 file = {:http\://elib.dlr.de/6718/1/YRS2003_dkrajzew_mod.pdf:URL}, 1667 journal = {ECTRI Report 2003-03}, 1668 keywords = {simulation, cognitive car driver model}, 1669 owner = {Daniel}, 1670 timestamp = {2011.12.02}, 1671 url = {http://elib.dlr.de/6718/} 1672} 1673 1674@INPROCEEDINGS{Krajzewicz2010a, 1675 author = {Daniel Krajzewicz and Laura Bieker}, 1676 title = {Investigating Ecological Impacts on selected Traffic Management Methods}, 1677 booktitle = {NEARCTIS 3rd Workshop}, 1678 year = {2010}, 1679 month = {Juni}, 1680 abstract = {Within the iTETRIS project, the used SUMO traffic simulation was extended 1681 by models for computing the emissions of pollutants CO, CO2, HC, 1682 PMx, and NOx, as well as for computing the fuel consumption on a 1683 microscopic, per-vehicle, base. The emission model was based on the 1684 HBEFA (?Handbuch der Emissionsfaktoren?) database which covers a 1685 large variety of vehicle types, considering differences between passenger 1686 and heavy duty vehicles, the engine displacement, the fuel type, 1687 and the EURO emission norm of the vehicles. This database was reformulated 1688 into a microscopic model which uses the vehicle class, the vehicle?s 1689 speed and the vehicle?s acceleration for computing the amount of 1690 a certain pollutant?s emission within one discrete time step. The 1691 kind of this model?s embedding within SUMO allows to collect and 1692 to evaluate the ecological impacts of traffic management strategies 1693 on per-vehicle, per-lane, and per-road base. Using this information, 1694 two sub-topics of traffic management were addressed: ecological routing 1695 and the ecological impacts of traffic lights.}, 1696 keywords = {traffic management, ecological issues, navigation, traffic lights}, 1697 owner = {Daniel}, 1698 timestamp = {2011.12.02}, 1699 url = {http://elib.dlr.de/64840/} 1700} 1701 1702@INPROCEEDINGS{Krajzewicz2011, 1703 author = {Daniel Krajzewicz and Laura Bieker and Elmar Brockfeld and Ronald 1704 Nippold and Julia Ringel}, 1705 title = {\"Okologische Einfl\"usse ausgew\"ahlter Verkehrsmanagementans\"atze}, 1706 booktitle = {Heureka '11}, 1707 year = {2011}, 1708 month = {M\"arz}, 1709 abstract = {Eine der Aufgaben innerhalb des von der Europ?ischen Kommission kofinanzierten 1710 Projektes ?iTETRIS? war die Betrachtung der ?kologischen Auswirkungen 1711 von Verkehrsmanagementma?nahmen. Um diese Aufgabe erf?llen zu k?nnen 1712 wurde die innerhalb dieses Projektes benutzte Verkehrsflusssimulation 1713 SUMO um ein Modell der Schadstoffemission und des Kraftstoffverbrauchs 1714 erweitert. Mit Hilfe der so erhaltenen Anwendung wurden Versuche 1715 durchgef?hrt, die die Abh?ngigkeit zwischen konventionellen Kenngr??en 1716 des Verkehrsmanagements und den neu errechenbaren ?kologischen Kenngr??en 1717 aufdecken sollten. Innerhalb dieses Berichts werden neben dem Emissionsmodell 1718 die Ergebnisse dieser Untersuchungen vorgestellt, wobei ein starker 1719 Zusammenhang zwischen konventionellen und ?kologischen Kenngr??en 1720 festgestellt wird.}, 1721 keywords = {Schadstoffemission, Routenwahl, Verkehrsmanagement}, 1722 owner = {Daniel}, 1723 timestamp = {2011.12.02}, 1724 url = {http://elib.dlr.de/69859/} 1725} 1726 1727@ARTICLE{Krajzewicz20121482, 1728 author = {Daniel Krajzewicz and Laura Bieker and J�r�me H�rri and Robbin Blokpoel}, 1729 title = {Simulation of V2X Applications with the iTETRIS System}, 1730 journal = {Procedia - Social and Behavioral Sciences}, 1731 year = {2012}, 1732 volume = {48}, 1733 pages = {1482 - 1492}, 1734 number = {0}, 1735 note = {<ce:title>Transport Research Arena 2012</ce:title>}, 1736 abstract = {The main task of the �iTETRIS� project which was co-funded by the 1737 European Commission was the development of a software system for 1738 the simulation of large-scale traffic management solutions based 1739 on vehicular communication (V2X). Several steps were taken to assure 1740 that the developed simulation system fits the current research and 1741 engineering needs, including the evaluation of a city�s traffic problems, 1742 definition of performance metrics, development of V2X-enabled traffic 1743 management applications, and the extension of the simulators used 1744 within the developed simulation architecture. Within this report, 1745 the major results of the project will be presented. Most of these 1746 results were made freely available after the project�s end.}, 1747 doi = {10.1016/j.sbspro.2012.06.1124}, 1748 issn = {1877-0428}, 1749 keywords = {traffic management}, 1750 url = {http://www.sciencedirect.com/science/article/pii/S1877042812028601} 1751} 1752 1753@INPROCEEDINGS{Krajzewicz2010, 1754 author = {Daniel Krajzewicz and Robbin Blokpoel and Fabio Cartolano and Pasquale 1755 Cataldi and Ainara Gonzalez and Oscar Lazaro and J\'er\'emie Leguay 1756 and Lan Lin and Julen Maneros and Michele Rondinone}, 1757 title = {iTETRIS - A System for the Evaluation of Cooperative Traffic Management 1758 Solutions}, 1759 booktitle = {AMAA 2010}, 1760 year = {2010}, 1761 editor = {Gereon Meyer and J\"urgen Valldorf}, 1762 series = {VDI-Buch}, 1763 pages = {399--410}, 1764 month = {Mai}, 1765 publisher = {Springer}, 1766 abstract = {V2X communication - communication between vehicles (V2V) and between 1767 vehicles and infrastructure (V2I) - promises new methods for traffic 1768 management by supplying new data and by opening new ways to inform 1769 drivers about the current situation on the roads. Currently, V2X 1770 cooperative systems are under development, forced by both the industry 1771 and by the European Commission which supports the development as 1772 a part of its Intelligent Car Initiative. Within this publication, 1773 "iTETRIS", a new system for simulating V2X-based traffic management 1774 applications is described which aims on high-quality simulations 1775 of large areas. This is achieved by coupling two well-known open 1776 source simulators. The sustainability of the project is guaranteed 1777 by making the whole also available as an open source tool.}, 1778 journal = {Advanced Microsystems for Automotive Applications 2010}, 1779 keywords = {V2X communication, simulation, traffic management}, 1780 owner = {Daniel}, 1781 timestamp = {2011.12.02}, 1782 url = {http://elib.dlr.de/64340/} 1783} 1784 1785@INPROCEEDINGS{Krajzewicz2006, 1786 author = {Daniel Krajzewicz and Michael Bonert and Peter Wagner}, 1787 title = {The Open Source Traffic Simulation Package SUMO}, 1788 booktitle = {RoboCup 2006}, 1789 year = {2006}, 1790 month = {Juni}, 1791 abstract = {Since the year 2000, the Institute of Transportation Research (IVF) 1792 at the German Aerospace Centre (DLR) is developing a microscopic, 1793 traffic simulation package. The complete package is offered as open 1794 source to establish the software as a common testbed for algorithms 1795 and models from traffic research. Since the year 2003 the IVF also 1796 works on a virtual traffic management centre and in conjunction with 1797 this on traffic management. Several large-scale projects have been 1798 done since this time, most importantly INVENT where modern traffic 1799 management methods have been evaluated and the online-simulation 1800 and prediction of traffic during the world youth day (Weltjugendtag) 1801 2005 in Cologne/Germany. This publication briefly describes the simulation 1802 package together with the projects mentioned above to show how SUMO 1803 can be used to simulate largescale traffic scenarios. Additionally, 1804 it is pointed out how SUMO may be used as a testbed for automatic 1805 management algorithms with minor effort in developing extensions.}, 1806 journal = {RoboCup 2006}, 1807 keywords = {Simulation, Traffic Management, Disaster & Event Management}, 1808 owner = {Daniel}, 1809 timestamp = {2011.12.02}, 1810 url = {http://elib.dlr.de/46740/} 1811} 1812 1813@INPROCEEDINGS{Krajzewicz2007, 1814 author = {Daniel Krajzewicz and Danilot Teta Boyom and Peter Wagner}, 1815 title = {Untersuchungen der Performanz einer auf C2C-Kommunikation basierenden, 1816 autonomen Routenwahl bei Stauszenarien}, 1817 booktitle = {Heureka '08}, 1818 year = {2007}, 1819 month = {Juli}, 1820 abstract = {Neben m?glichem Einsatz bei der Warnung und Unterst?tzung des Fahrers, 1821 der Vorbereitung des Fahrzeugs auf einen kurz bevorstehenden Unfall 1822 oder der Realisierung eines Zugangs zum Internet innerhalb von Fahrzeugen 1823 ([6]) wird der Kommunikation zwischen Fahrzeugen auch die M?glichkeit 1824 Staus zu reduzieren zugesprochen. F?r diese Funktion sollen die von 1825 anderen Fahrzeugen erhaltenen Informationen ?ber den Zustand im Stra?ennetz 1826 in angepasste Navigationssysteme einflie?en, so dass diese in der 1827 Lage sind, auf realem und aktuellem Stra?enzustand basierend, Routen 1828 f?r das jeweilige, sie tragende Fahrzeug vorherzusagen. Die hier 1829 vorgestellte Untersuchung soll aufzeigen, inwiefern eine solche zwischen 1830 den Fahrzeugen innerhalb des Systems unkoordinierte Routenwahl tats?chlich 1831 in der Lage ist, die Auswirkungen von Staus zu reduzieren. 1832 1833 1834 F?r die Untersuchung wurde die freie Verkehrsflusssimulation SUMO 1835 ([1, 2]) um eine C2C-Komponente erweitert. Als Datengrundlage wurde 1836 ein Stra?ennetz der Stadt Magdeburg benutzt, f?r das eine validierte 1837 Nachfrage existiert. Dieses Dokument beschreibt die Erweiterung der 1838 Simulation um die C2C-Kommunikation, den Aufbau des simulierten Stauszenarios 1839 sowie die Ergebnisse der Untersuchung.}, 1840 keywords = {car2car-Kommunikation, Verkehrsmanagement, Simulation}, 1841 owner = {Daniel}, 1842 timestamp = {2011.12.02}, 1843 url = {http://elib.dlr.de/50466/} 1844} 1845 1846@INPROCEEDINGS{Krajzewicz2007a, 1847 author = {Daniel Krajzewicz and Danilot Teta Boyom and Peter Wagner}, 1848 title = {Evaluation of the Performance of city-wide, autonomous Route Choice 1849 based on Vehicle-to-vehicle-Communictaion 1850 1851 }, 1852 booktitle = {TRB 2008 (87. Annual Meeting)}, 1853 year = {2007}, 1854 month = {Juli}, 1855 abstract = {The sharing of information between vehicles via vehicle-to-vehicle 1856 communication has a great potential for future traffic surveillance 1857 and management applications. One possible use case is the communication 1858 of information about the state of the road network, for example by 1859 transferring travel times into the navigation devices enabling them 1860 to compute routes using this knowledge. 1861 1862 1863 This work reports about a set of simulation results where the benefit 1864 of using information exchanged between vehicles was evaluated for 1865 a city scenario using an extended microscopic traffic flow simulation. 1866 The scenario is based on validated real-life data for a normal weekday 1867 within a middle-sized German city. Contrary to other approaches, 1868 the used model of vehicle-to-vehicle communication was implemented 1869 directly into the traffic simulation. It was kept as simple as possible 1870 in order to allow a fast execution needed for evaluating the effects 1871 on a large scale and was calibrated using data from the real life. 1872 This simulation study evaluates the influences of the model?s parameters 1873 and of the amount of vehicles equipped with vehicle-to-vehicle devices 1874 on the mean travel time within the simulated city.}, 1875 keywords = {Vehicle-to-vehicle communication, traffic management, simulation}, 1876 owner = {Daniel}, 1877 timestamp = {2011.12.02}, 1878 url = {http://elib.dlr.de/50464/} 1879} 1880 1881@INPROCEEDINGS{Krajzewicz2007b, 1882 author = {Daniel Krajzewicz and Danilot Teta Boyom and Peter Wagner}, 1883 title = {Auswirkungen einer auf Car2Car-Kommunikation basierenden, dynamischen 1884 Routenwahl bei Beeintr\"achtigungen im Stadtverkehr}, 1885 booktitle = {21. Verkehrswissenschaftliche Tage}, 1886 year = {2007}, 1887 month = {Juli}, 1888 abstract = {Die Kommunikation zwischen Fahrzeugen, die in K?rze im Rahmen des 1889 Projektes SIM-TD praxisnah demonstriert werden soll, birgt ein gro?es 1890 Potential f?r eine zuk?nftige Verkehrslageerfassung wie auch f?r 1891 neue Verfahren beim Management von Verkehrssystemen. Beispielsweise 1892 k?nnen Fahrzeuge Informationen ?ber von einem Normalfall abweichende 1893 Reisezeiten an andere Fahrzeuge weiter geben, die ihrem Fahrer dann 1894 eine neue, am Stau vorbei f?hrende, Route vorschlagen. 1895 1896 1897 Im Rahmen der hier vorgestellten Untersuchung wurde ein solches Szenario 1898 per Simulation evaluiert, um die Effizienz einer solchen Routenwahl 1899 zu demonstrieren. Ausgegangen wurde hierbei von der Simulation einer 1900 ganzen Stadt, die um Staus erweitert worden ist. Neben den Auswirkungen 1901 unterschiedlicher Ausstattungsgrade wurden auch die Einfl?sse weiterer 1902 Kommunikationsparameter untersucht.}, 1903 journal = {21. Verkehrswissenschaftliche Tage}, 1904 keywords = {Car2Car-Kommunikation, Verkehrsflusssimulation, Verkehrsmanagement}, 1905 owner = {Daniel}, 1906 timestamp = {2011.12.02}, 1907 url = {http://elib.dlr.de/50463/} 1908} 1909 1910@INPROCEEDINGS{Krajzewicz2005a, 1911 author = {Daniel Krajzewicz and Elmar Brockfeld and J\"urgen Mikat and Julia 1912 Ringel and C. R\"ossel and Wolfram Tuchscheerer and Peter Wagner 1913 and Richard W\"osler}, 1914 title = {Simulation of modern Traffic Lights Control Systems using the open 1915 source Traffic Simulation SUMO}, 1916 booktitle = {3rd Industrial Simulation Conference 2005}, 1917 year = {2005}, 1918 editor = {J. Kr\"uger and A. Lisounkin and G. Schreck}, 1919 pages = {299--302}, 1920 month = {Juni}, 1921 publisher = {EUROSIS-ETI}, 1922 abstract = {Within the project ?OIS? (optical information systems) new traffic 1923 control mechanisms had to be invented and tested. One of the most 1924 important topics was to optimize the flow over a junction using information 1925 from the OIS sensors which can not be measured using normal sensors 1926 such as induct loops. For this purpose, an ?agentbased? traffic lights 1927 logic algorithm was used, which uses the length of a jam in front 1928 of a traffic light as input. As we had no possibility to test the 1929 traffic lights control within the reality, the improvement of the 1930 flow throughput of such junctions was shown using the open source 1931 traffic Simulation ?SUMO? (Simulation of Urban MObility) [1, 2]. 1932 This publication describes the algorithm itself and how it was embedded 1933 within the simulation. Furthermore, the simulation results are given.}, 1934 journal = {Proceedings of the 3rd Industrial Simulation Conference 2005}, 1935 keywords = {Microscopic traffic simulation, open source, traffic lights, traffic 1936 research}, 1937 owner = {Daniel}, 1938 timestamp = {2011.12.02}, 1939 url = {http://elib.dlr.de/21012/} 1940} 1941 1942@INPROCEEDINGS{dlr81834, 1943 author = {Daniel Krajzewicz and Yun-Pang Fl{\"o}tter{\"o}d}, 1944 title = {Simulative Untersuchung abstrakter und realer Verkehrsmanagementans{\"a}tze 1945 zur Emissionsreduktion}, 1946 booktitle = {Kolloquium "Luftqualit{\"a}t an Stra{\ss}en 2013"}, 1947 year = {2013}, 1948 pages = {42--57}, 1949 month = {M{\"a}rz}, 1950 publisher = {Bundesanstalt f{\"u}r Stra{\ss}enwesen}, 1951 abstract = {Verkehrsflusssimulationen sind ein etabliertes Werkzeug des Verkehrsmanagements, 1952 die auch zur Bewertung von schadstoffreduzierenden Verkehrsmanagementma{\ss}nahmen 1953 herangezogen werden k{\"o}nnen. Vorgestellt werden abgeschlossene 1954 und laufende Arbeiten zur simulationsgest{\"u}tzten Entwicklung und 1955 Bewertung solcher Ma{\ss}nahmen.}, 1956 journal = {Kolloquium Luftqualit{\"a}t an Stra{\ss}en 2013}, 1957 keywords = {Simulation, Schadstoffemission, Verkehrsmanagementma{\ss}nahmen}, 1958 owner = {dkrajzew}, 1959 timestamp = {2014.01.08}, 1960 url = {http://elib.dlr.de/81834/} 1961} 1962 1963@INPROCEEDINGS{Krajzewicz2003b, 1964 author = {Daniel Krajzewicz and Markus Hartinger and Georg Hertkorn and Peter 1965 Mieth and Christian R\"ossel and Julia Zimmer and Peter Wagner}, 1966 title = {Using the Road Traffic Simulation ``SUMO'' for educational Purposes}, 1967 booktitle = {Traffic and Granular Flow (TGF)}, 1968 year = {2003}, 1969 note = {LIDO-Berichtsjahr=2004}, 1970 abstract = {Since the year 2000, the Centre of Apllied Informatics and the Institute 1971 f?r Transport Research at the German Aerospace Centre devops a microscopic 1972 road traffic simulation package named "SUMO" - an acronym 1973 for "Simulation of Urban MObility". Meanwhile, the simulation 1974 is capable to deal with realistic scenarios such as large cities 1975 and is used for these purposes within the Institute?s projects. The 1976 idea was to support the traffic research community with a common 1977 platform to test new ideas and models without the need to reimplement 1978 a framework that handles road data, vehicle routes, traffic light 1979 steering etc. To achieve this goal, the simulation code is available 1980 as open source. Within this publication, we would like to demonstrate 1981 how most attributes of traffic flow can be simulated. This should 1982 be mainly intersting for educational purposes.}, 1983 file = {:http\://elib.dlr.de/6719/1/dkrajzew_TGF03Poster_SUMOEducation.pdf:URL}, 1984 keywords = {traffic simulation, road traffic, car follwing, microscopic, continous, 1985 multimodal, open source, car-driver model, traffic research, education}, 1986 owner = {Daniel}, 1987 timestamp = {2011.12.02}, 1988 url = {http://elib.dlr.de/6719/} 1989} 1990 1991@INPROCEEDINGS{Krajzewicz2003a, 1992 author = {Daniel Krajzewicz and Markus Hartinger and Georg Hertkorn and Peter 1993 Mieth and Julia Ringel and Christian R\"ossel and Peter Wagner}, 1994 title = {The "Simulation of Urban MObility" package: An open source traffic 1995 simulation}, 1996 booktitle = {2003 European Simulation and Modelling Conference}, 1997 year = {2003}, 1998 abstract = {SUMO is the acronym for "Simulation of Urban MObility", an open source 1999 project concerned with the development and usage of a traffic simulation. 2000 The project is a part of our scientific work concerned with the verification 2001 of different microscopic models of traffic, and their comparison 2002 ([1]). Further, the traffic science community often involves ideas 2003 where each of them needs a traffic simulation to be validated. Over 2004 the time, many more or less sophisticated simulations have been developed 2005 to do this job. They mostly stay unknown. This approach is not only 2006 very inefficient as a traffic simulation has many things to regard; 2007 also, the results are often not replicable or at least hard to compare. 2008 When a common platform is supplied, such problems should not occur. 2009 Within this publication, we would like to introduce our package to 2010 the public in the hope to gain some further interest.}, 2011 journal = {Proceedings of the 2003 European Simulation and Modelling Conference}, 2012 keywords = {traffic simulation, road traffic, open source, car-driver model, traffic 2013 research}, 2014 owner = {Daniel}, 2015 timestamp = {2011.12.02}, 2016 url = {http://elib.dlr.de/21385/} 2017} 2018 2019@INPROCEEDINGS{Krajzewicz2004b, 2020 author = {Daniel Krajzewicz and Markus Hartinger and Georg Hertkorn and Eric 2021 Nicolay and Christian R\"ossel and Julia Ringel and Peter Wagner}, 2022 title = {Recent Extensions to the open source Traffic Simulation SUMO}, 2023 booktitle = {WCTR04 - 10th World Conference on Transport Research}, 2024 year = {2004}, 2025 abstract = {"SUMO" is the acronym for "Simulation of Urban MObility", an open 2026 source simulation package developed since 2000 at the Institute for 2027 Transportation Research at the German Aerospace Centre (DLR) and 2028 the Centre for Applied Informatics, Cologne (ZAIK). This quite ambitious 2029 project has recently entered his version 0.8 and we will describe 2030 some of the new features herein. Some of them are a new visualisation 2031 module, an extension of the junction concept, simulation of actuated 2032 traffic lights and many more. We hope this information to be interesting 2033 for the traffic science community as the software may be downloaded 2034 and extended for free.}, 2035 journal = {Proceedings of the 10th World Conference on Transport Research (on 2036 CD)}, 2037 keywords = {SUMO}, 2038 owner = {Daniel}, 2039 timestamp = {2011.12.02}, 2040 url = {http://elib.dlr.de/19475/} 2041} 2042 2043@INPROCEEDINGS{Krajzewicz2002a, 2044 author = {Daniel Krajzewicz and Georg Hertkorn and C. R\"ossel and Peter Wagner}, 2045 title = {SUMO (Simulation of Urban MObility) - an open-source traffic simulation}, 2046 booktitle = {4th Middle East Symposium on Simulation and Modelling}, 2047 year = {2002}, 2048 editor = {A. Al-Akaidi}, 2049 pages = {183--187}, 2050 note = { LIDO-Berichtsjahr=2004,}, 2051 abstract = {As no exact model of traffic flow exists due to its high complexity 2052 and chaotic organisation, researchers mainly try to predict traffic 2053 using simulations. Within this field, many simulation packages exist 2054 and differ in their software architecture paradigm as well as in 2055 the models that describe traffic itself. We will introduce yet another 2056 system which, in contrast to most of the other simulation software 2057 packages, is available as on open-source programm and may therfore 2058 be extended in order to fit a researcher?s own needs and also be 2059 used as a reference testbed for new traffic models.}, 2060 journal = {Proceedings of the 4th Middle East Symposium on Simulation and Modelling 2061 (MESM20002)}, 2062 keywords = {traffic simulation, microscopic, continous, multimodal, open source, 2063 car-driver model, traffic research, road traffic}, 2064 owner = {Daniel}, 2065 timestamp = {2011.12.02}, 2066 url = {http://elib.dlr.de/6661/} 2067} 2068 2069@INPROCEEDINGS{Krajzewicz2002b, 2070 author = {Daniel Krajzewicz and Georg Hertkorn and C. R\"ossel and Peter Wagner}, 2071 title = {An Example of Microscopic Car Models Validation using the open source 2072 Traffic Simulation SUMO}, 2073 booktitle = {14th European Simulation Symposium}, 2074 year = {2002}, 2075 volume = {Jahrgang 2002}, 2076 series = {SCS European Publishing House}, 2077 pages = {318--322}, 2078 note = { LIDO-Berichtsjahr=2004,}, 2079 abstract = {In SUMO (Simulation of Urban MObility; An open-source traffic simulation) 2080 we presented an open source simulation software for road traffic 2081 simulation. Now we show one possible field of application, the validation 2082 of microscopic car/car-driver models. Our motivation is to awake 2083 the interest in using and extending the software, so this report 2084 will describe the software?s usability but will not go into depth 2085 in interpreting the results.}, 2086 journal = {Proceedings of Simulation in Industry, 14th European Simulation Symposium}, 2087 keywords = {traffic simulation, road traffic, car following, model validation, 2088 microscopic, continuous, multimodal, open source, car-driver-model, 2089 traffic research, validation, calibration}, 2090 owner = {Daniel}, 2091 timestamp = {2011.12.02}, 2092 url = {http://elib.dlr.de/6657/} 2093} 2094 2095@INPROCEEDINGS{Krajzewicz2005, 2096 author = {Daniel Krajzewicz and Georg Hertkorn and Julia Ringel and Peter Wagner}, 2097 title = {Preparation of Digital Maps for Traffic Simulation; Part 1: Approach 2098 and Algorithms}, 2099 booktitle = {3rd Industrial Simulation Conference 2005}, 2100 year = {2005}, 2101 editor = {J. Kr\"uger and A. Lisounkin and G. Schreck}, 2102 pages = {285--290}, 2103 month = {Juni}, 2104 publisher = {EUROSIS-ETI}, 2105 abstract = {Traffic simulations are an accepted tool for investigations on road 2106 traffic and used widely within the traffic science community. Modern 2107 computer systems are fast enough to model and simulate traffic within 2108 large areas at a microscopic scale regarding each vehicle, replacing 2109 macroscopic simulations in most cases. Although microscopic traffic 2110 simulations offer better quality than macroscopic ones, they also 2111 need additional data to describe the modelled road networks. A street?s 2112 lanes are modelled explicitly within microscopic simulations and 2113 in most cases also the connections between their lanes over junctions. 2114 If one wants to model large areas, the best source to get the description 2115 about their road network is the usage of digital maps. Unfortunately, 2116 most of these are used for routing purposes and do not contain the 2117 fine-grained information mentioned above that is needed by microscopic 2118 simulations. This document describes an algorithm for the computation 2119 of the needed information from simple road networks.}, 2120 journal = {Proceedings of the 3rd Industrial Simulation Conference 2005}, 2121 keywords = {Microscopic traffic simulation, digital road maps, open source, traffic 2122 research}, 2123 owner = {Daniel}, 2124 timestamp = {2011.12.02}, 2125 url = {http://elib.dlr.de/21013/} 2126} 2127 2128@INPROCEEDINGS{Krajzewicz2004a, 2129 author = {Daniel Krajzewicz and Reinhart K\"uhne and Peter Wagner}, 2130 title = {A Car Driver's Cognition Model}, 2131 booktitle = {ITS Safety and Security Conference}, 2132 year = {2004}, 2133 volume = {CD}, 2134 abstract = {There is a basic need in transportation planning and traffic engineering 2135 for developing and testing traffic models of different granularity. 2136 Although our major intrest is the replication of traffic within larger 2137 areas, both the current research on traffic safety and the desire 2138 to improve the quality of microscopic simulations makes it necessary 2139 to deal with the car driver?s cognition on a finer scale. This paper 2140 presents our model assumptions for such sub-microscopic simulations, 2141 which are based on results from cognitive psychology. Although some 2142 preliminary work of this type is available, most of these applications 2143 are not open to the public, which makes them useless for scientific 2144 purposes. the cognition simulations availabele up to now mostly deal 2145 withmemory processes and are not easily extendable by further structures 2146 such as vehickles with their dynamics or a representation of the 2147 simulated environment. These considerations motivated us to develop 2148 the above mentioned model from scratch. The design of the model described 2149 herein includes sub-models of a human being?s perception, visual 2150 attention, internal environment representation and decision making 2151 as well as the execution of actions in a simulated vehicle. Results 2152 both from cognitive psychology and the research on human-machine 2153 interaction are incorporated. This paper reveals our premises for 2154 a driver?s cognition model and describes the model itself, followed 2155 by a discussion of the model?s restrictions. As the implementation 2156 process is not yet closed, only some basic results are presented 2157 and a look into the furture of the model is given.}, 2158 file = {:http\://elib.dlr.de/6671/2/ITS_dkrajzew_ss25-29.pdf:URL}, 2159 journal = {Proceedings of Intelligent Transportation Systems Safety and Security 2160 Conference}, 2161 keywords = {driver modeling, cognition, sub-microscopic traffic flow modelling, 2162 model, lane-changing, Verkehrsmodellierung, Simulation, Anwendungen, 2163 Modelle, Programme, Verkehrssicherheit, Verkehrstr?ger Stra?e}, 2164 owner = {Daniel}, 2165 timestamp = {2011.12.02}, 2166 url = {http://elib.dlr.de/6671/} 2167} 2168 2169@INPROCEEDINGS{Krajzewicz2009, 2170 author = {Daniel Krajzewicz and Ronald Nippold}, 2171 title = {iTETRIS: An integrated tool set for evaluation of large-scale traffic 2172 management application based on vehicular communication}, 2173 booktitle = {2nd NEARCTIS workshop 2009}, 2174 year = {2009}, 2175 keywords = {traffic simulation, network (communication) simulation}, 2176 owner = {Daniel}, 2177 timestamp = {2011.12.02}, 2178 url = {http://elib.dlr.de/62588/} 2179} 2180 2181@TECHREPORT{Krajzewicz2009b, 2182 author = {Krajzewicz, Daniel and Nippold, Ronald and Lazaro, Oscar}, 2183 title = {Traffic Modelling: Environmental Factors}, 2184 institution = {iTETRIS consortium}, 2185 year = {2009}, 2186 type = {Deliverable to the European Commission}, 2187 month = {February}, 2188 owner = {dkrajzew}, 2189 timestamp = {2014.01.08} 2190} 2191 2192@INPROCEEDINGS{Krajzewicz2002, 2193 author = {Daniel Krajzewicz and Peter Wagner}, 2194 title = {ACME (A Common Mental Environment)-Driver - A Cognitive Car Driver 2195 Model}, 2196 booktitle = {16th Simulation Mulitconference "Modelling and Simulation 2002"}, 2197 year = {2002}, 2198 editor = {Krzysztof Amborski and Hermann Meuth}, 2199 pages = {689--693}, 2200 note = { LIDO-Berichtsjahr=2004,}, 2201 abstract = {When working on large-scale traffic observation projects very often 2202 simulations and therefore, models of the behavior of the molecular 2203 simulation elements (the car-driver-units) are needed. Most of the 2204 models for traffic simulations are based on approximations of statistical 2205 real-world data. While fast in computation, they sometimes fail to 2206 show real-world phenomena. Our project uses a different approach. 2207 We try to model a human driver?s behaviour by modelling her or his 2208 cognitive information processing in a simulated environment. While 2209 several papers about experiments concerning single phenomena exist, 2210 this approach is meant to describe the wohle information processing 2211 of a driver on a high abstraction level. This paper will show some 2212 topics of interest for a human cognition model. Possible applications 2213 are listed, too.}, 2214 journal = {Proceedings of the 16th Simulation Multiconference "Modelling and 2215 Simulation 2002"}, 2216 keywords = {cognitive modelling, artificial interlligence, psychology, simulation, 2217 traffic simulation, short term memory, reception}, 2218 owner = {Daniel}, 2219 timestamp = {2011.12.02}, 2220 url = {http://elib.dlr.de/6658/} 2221} 2222 2223@INPROCEEDINGS{Krajzewicz2003, 2224 author = {Daniel Krajzewicz and Peter Wagner}, 2225 title = {Gestalten, Archetypen, Symbole und Signale: Herausforderungen an 2226 und Vorteile f\"ur die Modellierung}, 2227 booktitle = {Modellierung und Simulation menschlichen Verhaltens}, 2228 year = {2003}, 2229 editor = {H.-D. Burkhard and T. Uthmann and G. Lindemann}, 2230 number = {163}, 2231 series = {Informatik-Bericht}, 2232 pages = {54--67}, 2233 publisher = {TU-Berlin}, 2234 note = {LIDO-Berichtsjahr=2004, monograph\verb1_1id=Nr. 163}, 2235 abstract = {Die im Titel genannten, komplexen und abstrakten Gebilde der Psychologie 2236 wurden bislang selten modelliert und formal beschrieben. Unter Betrachtung 2237 des Themengebietes eines unserer Projekte - der Modellierung eines 2238 kognitiven Modells des Autofahrers - m?chten wir hier eine kurze 2239 ?bersicht ?ber unsere Idee zu diesen Themen geben, Probleme aufdecken 2240 und einige Potentiale f?r die Modellierung der Kognition aufzeigen, 2241 die einen einfachen Umgang mit diesen Strukturen erm?glichen und 2242 sich tlw. positiv auf die Ausf?hrungsgeschwindigkeiten von Simulationen 2243 auswirken. Zus?tzlich zeigen wir Modelle, die in unsere Arbeit aufgrund 2244 ihrer hohen Ressourcenbeanspruchung, bedingt durch eine konnektionistischen 2245 Herangehensweise, nicht direkt einflie?en k?nnen.}, 2246 journal = {Modellierung und Simulation menschlichen Verhaltens}, 2247 keywords = {Fahrermodellierung, Kognition, Wahrnehmung, Simulation}, 2248 owner = {Daniel}, 2249 timestamp = {2011.12.02}, 2250 url = {http://elib.dlr.de/6659/} 2251} 2252 2253@ARTICLE{Krajzewicz2004, 2254 author = {Daniel Krajzewicz and Peter Wagner}, 2255 title = {Ans\"atze zur kognitiven Simulation eines Autofahrers}, 2256 journal = {MMI-Interaktiv}, 2257 year = {2004}, 2258 pages = {84--97}, 2259 number = {7}, 2260 abstract = {Das Institut f?r Verkehrsforschung am Deutschen Zentrum f?r Luft- 2261 und Raumfahrt (IVF/DLR) setzt in vielen Projekten Simulationen des 2262 Stra?enverkehrs ein, z. B. um Schwachstellen in Verkehrsnetzen zu 2263 finden oder um Ger?te zur Verkehrskontrolle oder -beeinflussung w?hrend 2264 ihrer Entwicklung zu bewerten. In der Regel kommen dabei sogenannte 2265 mikroskopische Simulationen zum Einsatz, deren betrachtete Gr??e 2266 ein Fahrer-Fahrzeug-Objekt ist, das die Bewegung eines Fahrzeugs 2267 im Verkehrsnetz durch wenige Gleichungen beschreibt. Solche Modell 2268 erlauben die Simulation des Stra?enverkehrs gro?er St?dte in Echtzeit, 2269 allerdings bilden sie den Przess des Fahrzeugf?hrens nur vereinfacht 2270 ab. Innerhalb eines der Projekte des IVF soll das Verhalten eines 2271 einzelnen Autofahrers genauer untersucht und modelliert werden. W?hrend 2272 solche Modelle auch f?r andere Gebiete der Verkehrsforschung interessant 2273 sind, z. B. der Forschung zu Fahrsicherheit oder zu Fahrerassistenzsystemen, 2274 erhoffen wir uns, so R?ckschl?sse auf den Verkehrsfluss ziehen und 2275 somit die Qualit?t mikroskopischer Modell erh?hen zu k?nnen. Im Rahmen 2276 dieses Berichts sollen nach einer kurzen Einf?hrung in die Thematik 2277 "Verkehrssimulation" unsere ersten Ans?tze zum Aufbau einer 2278 in ein simuliertes Verkehrsgeschehen integrierten Simulation der 2279 Fahrerkognition gegeben werden.}, 2280 editor = {S. Leuchter and M. C. Kindsm\"uller and D. Schulze-Kissing and L. 2281 Urbas}, 2282 file = {:http\://elib.dlr.de/6721/2/zmms_krajzewicz_wagner.pdf:URL}, 2283 keywords = {Fahrermodellierung, Verkehrssimulationen, Verkehrsmodelle, Kognition}, 2284 owner = {Daniel}, 2285 publisher = {Technische Universit\"at Berlin}, 2286 series = {Modellierung und Simulation in Mensch-Maschine-Systemen}, 2287 timestamp = {2011.12.02}, 2288 url = {http://elib.dlr.de/6721/} 2289} 2290 2291@INPROCEEDINGS{Krajzewicz2011a, 2292 author = {Daniel Krajzewicz and Peter Wagner}, 2293 title = {Large-scale Vehicle Routing Scenarios based on Pollutant Emission}, 2294 booktitle = {AMAA 2011}, 2295 year = {2011}, 2296 editor = {Gereon Meyer and J\"urgen Valldorf}, 2297 pages = {237--246}, 2298 month = {Juni}, 2299 publisher = {Springer}, 2300 abstract = {This paper describes simulation-based investigations on route choice 2301 based on pollutant emission. A microscopic simulation enhanced by 2302 a pollutant emission model was used to evaluate whether a vehicle?s 2303 pollutant emission can be used as an edge weight during route computation 2304 and which effects can be observed in such cases. For each of the 2305 pollutants CO, CO2, NOx, PMx, and HC and for the fuel consumption, 2306 a dynamic user assignment has been performed. The investigations 2307 have been performed twice, using two scenarios of different size. 2308 Large discrepancies for route computation using pollutants have been 2309 observed when comparing inner-city and suburban traffic networks.}, 2310 journal = {Advanced Microsystems for Automotive Applications 2011}, 2311 keywords = {pollutant emission, traffic management, route choice, assignment}, 2312 owner = {Daniel}, 2313 timestamp = {2011.12.02}, 2314 url = {http://elib.dlr.de/70322/} 2315} 2316 2317@PHDTHESIS{Krauss1998, 2318 author = {Stefan Krau�}, 2319 title = {Microscopic Modeling of Traffic Flow: Investigation of Collision 2320 Free Vehicle Dynamics}, 2321 school = {Universit\"{a}t zu K\"{o}ln}, 2322 year = {1998}, 2323 file = {:https\://sumo.dlr.de/pdf/KraussDiss.pdf:URL}, 2324 institution = {Mathematisches Institut, Universit\"at zu K\"oln}, 2325 keywords = {highway traffic, interacting random processes, statistical mechanics 2326 type modells, statistical processes; 60K30, 60K35, 90B20, Models, 2327 ZAIK}, 2328 number = {319}, 2329 owner = {dkrajzew}, 2330 pages = {116}, 2331 timestamp = {2011.09.19} 2332} 2333 2334@ARTICLE{Krauss1997, 2335 author = {Krauss, S. and Wagner, P. and Gawron, C.}, 2336 title = {Metastable states in a microscopic model of traffic flow }, 2337 journal = {Phys. Rev. E}, 2338 year = {1997}, 2339 volume = {55}, 2340 pages = {5597--5602}, 2341 month = {May}, 2342 doi = {10.1103/PhysRevE.55.5597}, 2343 file = {:https\://sumo.dlr.de/pdf/sk.pdf:URL}, 2344 issue = {5}, 2345 keywords = {Models, ZAIK}, 2346 owner = {dkrajzew}, 2347 publisher = {American Physical Society}, 2348 timestamp = {2011.09.19}, 2349 url = {http://link.aps.org/doi/10.1103/PhysRevE.55.5597} 2350} 2351 2352@INPROCEEDINGS{Lazaro2008, 2353 author = {Oscar Lazaro and Eric Robert and Lin Lan and Javier Gozalvez and 2354 Siebe Turksma and Fethi Filali and Fabio Cartolano and M. A. Urrutia 2355 and Daniel Krajzewicz}, 2356 title = {iTETRIS: An Integrated Wireless and Traffic Platform for Real-Time 2357 Road Traffic Management Solutions}, 2358 booktitle = {21st WWRF 2008}, 2359 year = {2008}, 2360 month = {Oktober}, 2361 abstract = {Wireless vehicular cooperative systems have been identified as an 2362 attractive solution to improve road traffic management, thereby contributing 2363 to the European goal of safer, cleaner, and more efficient and sustainable 2364 traffic solutions. V2V-V2I communication technologies can improve 2365 traffic management through real-time exchange of data among vehicles 2366 and with road infrastructure. It is also of great importance to investigate 2367 the adequate combination of V2V and V2I technologies to ensure the 2368 continuous and costefficient operation of traffic management solutions 2369 based on wireless vehicular cooperative solutions. However, to adequately 2370 design and optimize these communication protocols and analyze the 2371 potential of wireless vehicular cooperative systems to improve road 2372 traffic management, adequate testbeds and field operational tests 2373 need to be conducted. 2374 2375 2376 Despite the potential of Field Operational Tests to get the first 2377 insights into the benefits and problems faced in the development 2378 of wireless vehicular cooperative systems, there is yet the need 2379 to evaluate in the long term and large dimension the true potential 2380 benefits of wireless vehicular cooperative systems to improve traffic 2381 efficiency. To this aim, iTETRIS is devoted to the development of 2382 advanced tools coupling traffic and wireless communication simulators.}, 2383 keywords = {V2x communications, Simulation Platforms, Wireless Communications}, 2384 owner = {Daniel}, 2385 timestamp = {2011.12.02}, 2386 url = {http://elib.dlr.de/62607/} 2387} 2388 2389@MASTERSTHESIS{Lehr2005, 2390 author = {Sebastian Lehr}, 2391 title = {Optimierung der Kommunikation zwischen am Verkehr beteiligten Strukturen}, 2392 school = {Fachhochschule f�r Technik und Wirtschaft Berlin}, 2393 year = {2005}, 2394 month = {January}, 2395 file = {:https\://sumo.dlr.de/pdf/DiplomarbeitSebastianLehr.pdf:URL}, 2396 keywords = {Fachhochschule f�r Technik und Wirtschaft Berlin, DLR/TS/VM, sumo}, 2397 owner = {dkrajzew}, 2398 timestamp = {2011.09.19}, 2399 url = {https://sumo.dlr.de/pdf/DiplomarbeitSebastianLehr.pdf} 2400} 2401 2402@INPROCEEDINGS{Maneros2009, 2403 author = {Julen Maneros and Michele Rondinone and Ainara Gonzalez and Ramon 2404 Bauza and Daniel Krajzewicz}, 2405 title = {iTETRIS Platform Architecture for the Integration of Cooperative 2406 Traffic and Wireless Simulations}, 2407 booktitle = {ITS-T 2009}, 2408 year = {2009}, 2409 abstract = {The use of cooperative wireless communications can support driving 2410 through dynamic exchange of Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure 2411 (V2I) messages. Traffic applications based on such systems will be 2412 able to generate a safer, faster, cheaper and cleaner way for people 2413 and goods to move. In this context, the iTERIS project aims at providing 2414 the framework to combine traffic mobility and wireless communication 2415 simulations for large scale testing of traffic management solutions 2416 based on cooperative systems. This paper addresses the description 2417 and explanation of the implementation choices taken to build a modular 2418 and interoperable architecture integrating heterogeneous traffic 2419 and wireless simulators, and application algorithms supporting traffic 2420 management strategies. The functions of an ?in-between? control system 2421 for managing correct simulation executions over the platform are 2422 presented. The inter-block interaction procedures identified to ensure 2423 optimum data transfer for simulation efficiency are also introduced.}, 2424 journal = {Proceedings of the 9th IEEE International Conference on ITS Telecommunications}, 2425 keywords = {simulation platform, architecture, vehicular communications, traffic, 2426 modularity}, 2427 owner = {Daniel}, 2428 timestamp = {2011.12.02}, 2429 url = {http://elib.dlr.de/62604/} 2430} 2431 2432@MASTERSTHESIS{Morenz2007, 2433 author = {Tino Morenz}, 2434 title = {iTranSIM - Simulation-based Vehicle Location}, 2435 school = {University of Dublin}, 2436 year = {2007}, 2437 keywords = {University of Dublin, sumo}, 2438 owner = {dkrajzew}, 2439 timestamp = {2011.09.19} 2440} 2441 2442@ARTICLE{Niebel2008, 2443 author = {Wolfgang Niebel and Michael Bonert and Elmar Brockfeld and Daniel 2444 Krajzewicz and Peter Wagner}, 2445 title = {TRAFFIC SURVEILLANCE AND FORECAST FOR LARGE-SCALE EVENTS, Monitoring 2446 and Simulating the World Youth Day 2005 and the Soccer World Cup 2447 2006}, 2448 journal = {PROM: list studenata Fakulteta prometnih znanosti}, 2449 year = {2008}, 2450 pages = {64--66}, 2451 number = {21}, 2452 month = {Dezember}, 2453 editor = { Fakultet prometnih znanosti Zagreb}, 2454 keywords = {ANTAR, Traffic Finder, SUMO, SOCCER, Weltjugendtag, Gro?ereignis, 2455 Verkehrsmanagement, K?ln, Stuttgart, Berlin}, 2456 owner = {Daniel}, 2457 timestamp = {2011.12.02}, 2458 url = {http://elib.dlr.de/55012/} 2459} 2460 2461@INPROCEEDINGS{dlr54498, 2462 author = {Wolfgang Niebel and Gunnar Fl{\"o}tter{\"o}d}, 2463 title = {SOCCER - TRAFFIC SURVEILLANCE AND FORECAST FOR LARGE-SCALE EVENTS, 2464 Monitoring and Simulating the World Youth Day 2005 and the Soccer 2465 World Cup 2006}, 2466 booktitle = {6th Conference of European Students of Traffic and Transportation 2467 Sciences}, 2468 year = {2008}, 2469 editor = { University of {\vZ}ilina, Faculty of Operation and Economics of 2470 Tran}, 2471 month = {Juni}, 2472 note = {Datentr{\"a}ger CD-ROM}, 2473 abstract = {It could be demonstrated, that this novel surveillance system integrating 2474 airborne traffic surveillance with traditional ground detection of 2475 traffic flow can yield valuable information needed for a better management 2476 of big events. The combination with a simulation-based ap-proach 2477 to integrate a traditional travel demand forecast and the on-line 2478 data generated during the event itself leads not only to an almost 2479 complete coverage of the traffic system, it also delivers a short-term 2480 forecast for the action forces to react fast to developing aberrations. 2481 Still the methods need to be improved, e.g., data fusion between 2482 simulation and reality.}, 2483 journal = {6th Conference of European Students of Traffic and Transportation 2484 Sciences}, 2485 keywords = {ANTAR, Traffic Finder, SUMO, SOCCER, Weltjugendtag, Gro{\ss}ereignis, 2486 Verkehrsmanagement, K{\"o}ln, Stuttgart, Berlin}, 2487 owner = {dkrajzew}, 2488 timestamp = {2014.01.08}, 2489 url = {http://elib.dlr.de/54498/} 2490} 2491 2492@MASTERSTHESIS{Pereira2011, 2493 author = {Jos� Luis Ferr�s Pereira}, 2494 title = {An Integrated Architecture for Autonomous Vehicles Simulation}, 2495 school = {Faculdade de Engenharia da Universidade do Porto}, 2496 year = {2011}, 2497 month = {June}, 2498 abstract = {Research on autonomous vehicles has come a long way since first findings, 2499 and its software tools 2500 2501 are increasingly acclaimed by the research community. Particularly 2502 with robotics simulators, autonomous 2503 2504 vehicles were provided with a suitable test-bed for experimentation 2505 of new methodologies 2506 2507 such as long-term navigation algorithms, map building and intelligent 2508 reasoning. However, 2509 2510 when it concerns the deployment and validation of such vehicles in 2511 a larger urban traffic scenario, 2512 2513 robotics simulators do not seem to provide the required functionality 2514 for road traffic analysis, or 2515 2516 inter-vehicular communication infrastructure as they seem present 2517 in today�s traffic simulators. 2518 2519 The improvement of such features is the key for the successful practical 2520 deployment of such a 2521 2522 critical system. 2523 2524 2525 The main objective of this dissertation is the integration of two 2526 types of simulators, namely a 2527 2528 robotics and a traffic simulator. This integration will enable autonomous 2529 vehicles to be deployed 2530 2531 in a rather realistic traffic flow as an agent entity (on the traffic 2532 simulator), at the same time it 2533 2534 simulates all its sensors and actuators (on the robotics counterpart). 2535 Also, the statistical tools 2536 2537 available in the traffic simulator will allow practitioners to infer 2538 what kind of advantages such a 2539 2540 novel technology will bring to our everyday�s lives. Furthermore, 2541 the current features and issues on 2542 2543 current robotics and traffic simulators are presented and a taxonomy 2544 for selecting these simulators 2545 2546 is proposed. An architecture for the integration of the aforementioned 2547 simulators is proposed and 2548 2549 implemented in the light of the most desired features of such software 2550 environments. 2551 2552 2553 To assess the usefulness of the platform architecture towards the 2554 expected realistic simulation 2555 2556 facility, a comprehensive system evaluation is also performed and 2557 critically reviewed, leveraging 2558 2559 the feasibility of the integration. Further developments and future 2560 perspectives are pinpointed up 2561 2562 in the end.}, 2563 file = {:https\://sumo.dlr.de/pdf/mieec1.pdf:URL}, 2564 keywords = {autonomous driving, SUMO, driver modelling, Universidade de Porto, 2565 Models}, 2566 owner = {dkrajzew}, 2567 timestamp = {2011.09.30} 2568} 2569 2570@ARTICLE{Piorkowski2008, 2571 author = {Piorkowski, Michal and Raya, Maxim and Lugo, Ada and Papadimitratos, 2572 Panos and Grossglauser, Matthias and Hubaux, Jean-Pierre}, 2573 title = {Tra{NS}: {R}ealistic {J}oint {T}raffic and {N}etwork {S}imulator 2574 for {VANET}s}, 2575 journal = {{ACM} {SIGMOBILE} {M}obile {C}omputing and {C}ommunications {R}eview}, 2576 year = {2008}, 2577 volume = {12}, 2578 pages = {31--33}, 2579 number = {1}, 2580 abstract = {Realistic simulation is a necessary tool for the proper evaluation 2581 of newly developed protocols for Vehicular Ad Hoc Networks (VANETs). 2582 Several recent efforts focus on achieving this goal. Yet, to this 2583 date, none of the proposed solutions fulfill all the requirements 2584 of the VANET environment. This is so mainly because road traffic 2585 and communication network simulators evolve in disjoint research 2586 communities. We are developing TraNS, an open-source simulation environment, 2587 as a step towards bridging this gap. This short paper describes the 2588 TraNS architecture and our ongoing development efforts.}, 2589 affiliation = {EPFL}, 2590 details = {http://infoscience.epfl.ch/record/113879}, 2591 documenturl = {http://infoscience.epfl.ch/record/113879/files/trans_mc2r_2007.pdf}, 2592 doi = {10.1145/1374512.1374522}, 2593 keywords = {VANET; Inter Vehicular Communication; Vehicular; applications; realistic 2594 mobility models; simulation; performance evaluation; NCCR-MICS; NCCR-MICS/CL3, 2595 V2X, EPFL Lausanne, sumo}, 2596 oai-id = {oai:infoscience.epfl.ch:113879}, 2597 oai-set = {fulltext-public}, 2598 owner = {dkrajzew}, 2599 review = {REVIEWED}, 2600 status = {PUBLISHED}, 2601 timestamp = {2011.09.19}, 2602 unit = {LCA} 2603} 2604 2605@INPROCEEDINGS{Rondinone2009, 2606 author = {Michele Rondinone and Oscar Lazaro and Carlo Michelacci and Daniel 2607 Krajzewicz and Robbin Blokpoel and Julen Maneros and Lan Lin and 2608 Fatma Hrizi and J\'er\'emie Leguay and Matthias R\"ockl}, 2609 title = {Investigating the Efficiency of ITS Cooperative Systems for a Better 2610 Use of Urban Transport Infrastructures: The iTETRIS Simulation Platform}, 2611 booktitle = {POLIS 2009}, 2612 year = {2009}, 2613 month = {Dezember}, 2614 abstract = {The use of cooperative ITS communication systems, supporting driving 2615 through the dynamic exchange of Vehicle-to- Vehicle (V2V) and Vehicle-to-Infrastructure 2616 (V2I) messages, is a potential candidate to improve the economical 2617 and societal welfare. The application of such systems for novel cooperative 2618 traffic management strategies can introduce a lot of beneficial effects 2619 not only for road safety, but also for the economy related to transportation 2620 systems and the environmental impact. Despite this apparent set of 2621 promising features, City Road Authorities, which hold a key-role 2622 in determining the final adoption of such systems, still look at 2623 cooperative systems without sharing a clear opinion. This is mainly 2624 due to the current lack of definitive and solid evidences of the 2625 effectiveness of such systems when applied in the real world. In 2626 order to fill this gap and let Road Authorities estimate the usefulness 2627 of such technologies in achieving the objectives dictated by cities? 2628 traffic management policies, the EU consortium iTETRIS is developing 2629 a simulation platform for large scale testing of traffic management 2630 solutions making use of cooperative ITS systems. Thanks to its own 2631 distinguishing features, iTETRIS aims at becoming a good supporting 2632 tool for Road Authorities to implement preliminary tests on the effectiveness 2633 of ITS solutions prior to investing money for the physical deployment 2634 of the communication infrastructures allowing their functioning.}, 2635 journal = {Proceedings of the Polis Conference 2009 - European Cities and Regions 2636 Networking for Innovative Transport Solutions}, 2637 keywords = {vehicular communication, simulation}, 2638 owner = {Daniel}, 2639 timestamp = {2011.12.02}, 2640 url = {http://elib.dlr.de/62610/} 2641} 2642 2643@INPROCEEDINGS{Rosenbaum2011, 2644 author = {Dominik Rosenbaum and Michael Behrisch and Jens Leitloff and Franz 2645 Kurz and Oliver Meynberg and Tanja Reize and Peter Reinartz}, 2646 title = {An airborne camera system for rapid mapping in case of disaster and 2647 mass events}, 2648 booktitle = {EOGC 2011}, 2649 year = {2011}, 2650 month = {April}, 2651 abstract = {Here we present an airborne optical camera system with an extended 2652 image processing unit onboard the aircraft and a radio data downlink. 2653 With all these components the system is well suited for rapid mapping 2654 applications in case of mass events and disaster. The image processing 2655 unit provides the possibility of direct orthorectification/georeferencing 2656 of the aerial images by the use of an IMU/GPS real-time navigation 2657 system without the use of ground control points. Furthermore thematic 2658 processing algorithms implemented to the image processing unit can 2659 analyse orthoimages e.g. for road traffic data content, people density 2660 and movement during mass events or DSM generation and 3D analysis 2661 directly onboard the aircraft. Resulting data and images can be transmitted 2662 to the ground via radio data downlink immediately. Road traffic data 2663 is used at the ground station in a traffic simulation for filling 2664 coverage gaps and traffic forecast. All in all, the system forms 2665 a powerful tool to operation controllers of security authorities 2666 and organizations in case of mass events or disasters.}, 2667 journal = {Proceedings of the Earth Observation for Global Change 2011 - EOGC 2668 2011 (Munich, Germany, 2011-04-13 to 2011-04-15)}, 2669 keywords = {Rapid Mapping, Monitoring, Recognition, Orthorectification, Georeferencing, 2670 Image, Pattern, Sequences}, 2671 owner = {Daniel}, 2672 timestamp = {2011.12.02}, 2673 url = {http://elib.dlr.de/70510/} 2674} 2675 2676@INPROCEEDINGS{Sanchez2006, 2677 author = {Miguel Sanchez and Juan-Carlos Cano and Dongkyun Kim}, 2678 title = {Predicting Traffic lights to Improve Urban Traffic Fuel Consumption}, 2679 booktitle = {ITS Telecommunications Proceedings, 2006 6th International Conference 2680 on}, 2681 year = {2006}, 2682 pages = {331 -336}, 2683 month = {june }, 2684 __markedentry = {[dkrajzew:6]}, 2685 abstract = {Modern traffic control systems include smart feedback into the traffic 2686 light control system. New ways of improving our transit systems fuel 2687 efficiency are now more than welcome due to global warming and oil 2688 high price. This paper presents a new approach on how drivers and 2689 traffic lights can interact to save fuel. Our preliminary results 2690 show that 25% savings are within range in urban circuits}, 2691 doi = {10.1109/ITST.2006.288906}, 2692 keywords = {global warming;light control system;traffic control system;urban traffic 2693 fuel consumption;road traffic;traffic control;}, 2694 owner = {dkrajzew}, 2695 timestamp = {2012.01.26} 2696} 2697 2698@INPROCEEDINGS{Schlingelhof2006, 2699 author = {Marius Schlingelhof and Reinhart K\"uhne and Daniel Krajzewicz}, 2700 title = {NEW GNSS-BASED APPROACHES FOR ADVANCED DRIVER ASSISTANCE SYSTEMS}, 2701 booktitle = {TRB 2006 (85th Annual Meeting)}, 2702 year = {2006}, 2703 month = {Januar}, 2704 abstract = {The enhancement of road safety and traffic efficiency are the focus 2705 of many endeavours in science, economy and politics. A traditional 2706 approach is to increase vehicle safety by advanced and intelligent 2707 onboard systems using high developed sensors for the monitoring of 2708 the vehicle?s surrounding. However, these technologies are vehicle-autonomous 2709 solutions that only consider information coming from onboard sensors. 2710 These sensors are normally based on optical, ultra-sonic, radar or 2711 video camera systems and can only detect other vehicles or other 2712 objects along a line-of-sight up to the next obstacle. The view beyond 2713 a truck cruising just in front of the vehicle, for example, is not 2714 possible. 2715 2716 2717 New approaches are now dealing with co-operative technologies that 2718 enable the exchange of important information between vehicles and 2719 infrastructures for updated traffic data acquisition, recognition 2720 of traffic congestion due to accidents or other sudden incidents, 2721 local dynamic map data updates and driver warning. One key technology 2722 within such co-operative systems is the highly precise relative positioning 2723 between vehicles and the monitoring of the broader vehicle environment 2724 using ad-hoc data networks. These technologies can be primarily based 2725 on satellite systems like GPS or GALILEO supplemented by other onboard 2726 sensor data, whereby unprocessed sensor data and satellite pseudo 2727 range information will be exchanged between the vehicles within a 2728 dedicated radio range. These data, when compared with the onboard 2729 data, will finally enable the creation of virtual images of a vehicle?s 2730 surrounding using special microscopic traffic modelling algorithms. 2731 Future applications are road safety and Advanced Driver Assistance 2732 Systems (ADAS).}, 2733 keywords = {GPS, Galileo, GNSS, ADAS, Road Safety, Relative Positioning, Surrounding 2734 Monitoring}, 2735 owner = {Daniel}, 2736 timestamp = {2011.12.02}, 2737 url = {http://elib.dlr.de/21758/} 2738} 2739 2740@ARTICLE{Smilowitz1999, 2741 author = {Karen R. Smilowitz and Karen R. Smilowitz and Carlos F. Daganzo and 2742 Carlos F. Daganzo and Michael J. Cassidy and Michael J. Cassidy and 2743 Robert L. Bertini and Robert L. Bertini}, 2744 title = {Some Observations of Highway Traffic in Long Queues}, 2745 journal = {Transportation Research Records}, 2746 year = {1999}, 2747 volume = {1678}, 2748 pages = {225-233}, 2749 keywords = {real-world data, model calibration}, 2750 owner = {dkrajzew}, 2751 timestamp = {2011.09.30} 2752} 2753 2754@INPROCEEDINGS{Sommer:2008:NBC:1374688.1374697, 2755 author = {Christoph Sommer and Zheng Yao and Reinhard German and Falko Dressler}, 2756 title = {On the need for bidirectional coupling of road traffic microsimulation 2757 and network simulation}, 2758 booktitle = {Proceedings of the 1st ACM SIGMOBILE workshop on Mobility models}, 2759 year = {2008}, 2760 series = {MobilityModels '08}, 2761 pages = {41--48}, 2762 address = {New York, NY, USA}, 2763 publisher = {ACM}, 2764 acmid = {1374697}, 2765 doi = {10.1145/1374688.1374697}, 2766 isbn = {978-1-60558-111-8}, 2767 keywords = {network simulation, road traffic microsimulation, vehicular ad hoc 2768 networks}, 2769 location = {Hong Kong, Hong Kong, China}, 2770 numpages = {8}, 2771 url = {http://doi.acm.org/10.1145/1374688.1374697} 2772} 2773 2774@INPROCEEDINGS{Tielert2010, 2775 author = {Tielert, T. and Killat, M. and Hartenstein, H. and Luz, R. and Hausberger, 2776 S. and Benz, T.}, 2777 title = {The impact of traffic-light-to-vehicle communication on fuel consumption 2778 and emissions}, 2779 booktitle = {Internet of Things (IOT), 2010}, 2780 year = {2010}, 2781 pages = {1 -8}, 2782 month = {29 2010-dec. 1}, 2783 __markedentry = {[dkrajzew:6]}, 2784 abstract = {#x201C;Smart #x201D; vehicles of the future are envisioned to aid 2785 their drivers in reducing fuel consumption and emissions by wirelessly 2786 receiving phase-shifting information of the traffic lights in their 2787 vicinity and computing an optimized speed in order to avoid braking 2788 and acceleration maneuvers. Previous studies have demonstrated the 2789 potential environmental benefit in small-scale simulation scenarios. 2790 To assess the overall benefit, large-scale simulations are required. 2791 In order to ensure computational feasibility, the applied simulation 2792 models need to be simplified as far as possible without sacrificing 2793 credibility. Therefore this work presents the results of a sensitivity 2794 analysis and identifies gear choice and the distance from the traffic 2795 light at which vehicles are informed as key influencing factors. 2796 Our results indicate that a suboptimal gear choice can void the benefits 2797 of the speed adaptation. Furthermore, we present first results of 2798 a scale-up simulation using a real-world inner-city road network 2799 and discuss the range in which we expect the saving in fuel consumption 2800 to be in reality.}, 2801 doi = {10.1109/IOT.2010.5678454}, 2802 file = {:http\://www.caad.arch.ethz.ch/noolab/files/external/conferences/IoT2010_proceedings/pdf/Conference/GreenIoT/C3.pdf:URL}, 2803 keywords = {fuel consumption;phase shifting information;smart vehicles;traffic 2804 lights;traffic-light-to-vehicle communication;mobile communication;phase 2805 shifters;}, 2806 owner = {dkrajzew}, 2807 timestamp = {2012.01.26} 2808} 2809 2810@ARTICLE{Treiber2000, 2811 author = {Martin Treiber and Ansgar Hennecke and Dirk Helbing}, 2812 title = {Congested Traffic States in Empirical Observations and Microscopic 2813 Simulations}, 2814 journal = {PHYSICAL REVIEW E}, 2815 year = {2000}, 2816 volume = {62}, 2817 pages = {1805}, 2818 __markedentry = {[dkrajzew:6]}, 2819 file = {:http\://arxiv.org/pdf/cond-mat/0002177v2.pdf:URL}, 2820 owner = {dkrajzew}, 2821 timestamp = {2012.01.26}, 2822 url = {doi:10.1103/PhysRevE.62.1805} 2823} 2824 2825@INPROCEEDINGS{SandeshFiore2011, 2826 author = {Sandesh Uppoor and Marco Fiore}, 2827 title = {Large-scale Urban Vehicular Mobility for Networking Research}, 2828 booktitle = {IEEE Vehicular Networking Conference (VNC)}, 2829 year = {2011}, 2830 address = {Amsterdam, The Netherlands}, 2831 month = {11}, 2832 abstract = {Simulation is the tool of choice for the largescale 2833 2834 performance evaluation of upcoming telecommunication 2835 2836 networking paradigms that involve users aboard vehicles, such 2837 2838 as next-generation cellular networks for vehicular access, pure 2839 2840 vehicular ad hoc networks, and opportunistic disruption-tolerant 2841 2842 networks. The single most distinguishing feature of vehicular 2843 2844 networks simulation lies in the mobility of users, which is the 2845 2846 result of the interaction of complex macroscopic and microscopic 2847 2848 dynamics. Notwithstanding the improvements that vehicular mobility 2849 2850 modeling has undergone during the past few years, no car 2851 2852 traffic trace is available today that captures both macroscopic and 2853 2854 microscopic behaviors of drivers over a large urban region, and 2855 2856 does so with the level of detail required for networking research. 2857 2858 In this paper, we present a realistic synthetic dataset of the car 2859 2860 traffic over a typical 24 hours in a 400-km2 region around the city 2861 2862 of K�oln, in Germany. We outline how our mobility description 2863 2864 improves today�s existing traces and show the potential impact 2865 2866 that a comprehensive representation of vehicular mobility can 2867 2868 have one the evaluation of networking technologies.}, 2869 file = {:http\://kolntrace.project.citi-lab.fr/data/uppoor_vnc11.pdf:URL}, 2870 owner = {dkrajzew}, 2871 timestamp = {2011.12.01} 2872} 2873 2874@INPROCEEDINGS{Varschen2006, 2875 author = {Christian Varschen and Peter Wagner}, 2876 title = {Mikroskopische Modellierung der Personenverkehrsnachfrage auf Basis 2877 von Zeitverwendungstageb\"uchern}, 2878 booktitle = {AMUS 2006 (7. Aachener Kolloqium "Mobilit\"at und Stadt")}, 2879 year = {2006}, 2880 editor = {Klaus J. Beckmann}, 2881 volume = {81}, 2882 series = {Stadt Region Land}, 2883 pages = {63--69}, 2884 publisher = {Institut f\"ur Stadtbauwesen und Stadtverkehr, RWTH Aachen}, 2885 abstract = {Die wachsende Verkehrsleistung und die hieraus resultierenden Verkehrsprobleme 2886 f?hren verst?rkt zu der Frage, mit welchen Konzepten der zuk?nftige 2887 Verkehrsbedarf erf?llt werden kann. Wichtige Werkzeuge im Rahmen 2888 von Verkehrsplanung und Verkehrsmanagement sind Verkehrsmodelle, 2889 mit denen Prognosen des zu erwartenden Verkehrsaufkommens erstellt 2890 werden k?nnen und die damit Ansatzpunkte f?r seine verbesserte Lenkung 2891 liefern. Im Rahmen mehrerer Projekte wird das am DLR-IVF entwickelte 2892 agentenbasierte Personennachfragemodell TAPAS (Travel and Activity 2893 PAtterns Simulation) genutzt. In diesem Modell wird ein aktivit?ten-basierter 2894 Ansatz verwendet, welcher auf der Analyse von Zeitverwendungsdaten 2895 beruht. Daher sind die zur Verf?gung stehenden Aktivit?tenmuster 2896 auf die in den Zeitverwendungsdaten enthaltenen beschr?nkt, was f?r 2897 Prognosen eine starke Einschr?nkung darstellt. Die hier beschriebene 2898 Erweiterung des Modells erm?glicht das Einf?gen neuer Aktivit?tenkategorien; 2899 TAPAS beschreibt jede Aktivit?t durch vier Parameter, die sich alle 2900 aus Erhebungen sch?tzen lassen: Anteil und Umfang der Nutzung der 2901 (f?r TAPAS neuen) Aktivit?t sowie die zeitliche Variabilit?t der 2902 Aktivit?t hinsichtlich Anfangszeitpunkt und Dauer. Die ersten beiden 2903 Parameter werden direkt aus den empirischen Daten gewonnen, w?hrend 2904 die letzten beiden sich aus der statistischen Variation der Erhebungen 2905 ergeben. Die Weiterentwicklung des Modells pr?zisiert die Absch?tzung 2906 der Personenverkehrsnachfrage unter besonderer Ber?cksichtigung spezifischer 2907 wissenschaftlicher und politischer Fragestellungen. Die enge Verkn?pfung 2908 mit empirischen Daten erh?ht zudem eine hohe Zuverl?ssigkeit von 2909 Prognosen.}, 2910 journal = {Integrierte Mikro-Simulation von Raum- und Verkehrsentwicklung. Theorie, 2911 Konzepte, Modelle, Praxis}, 2912 keywords = {Personenverkehrsnachfrage, Modellierung, aktivit?ten-basiert, Zeitbudget, 2913 TAPAS}, 2914 owner = {Daniel}, 2915 timestamp = {2011.12.02}, 2916 url = {http://elib.dlr.de/45058/} 2917} 2918 2919@MASTERSTHESIS{Verges2013, 2920 author = {Verg�s, Josep Tom�s}, 2921 title = {Analysis and simulation of traffic management actions for traffic 2922 emission reduction}, 2923 school = {TU Berlin}, 2924 year = {2013}, 2925 type = {Master Thesis}, 2926 month = {July}, 2927 owner = {dkrajzew}, 2928 timestamp = {2014.01.08} 2929} 2930 2931@INPROCEEDINGS{dlr72224, 2932 author = {Peter Wagner and Gunnar Fl{\"o}tter{\"o}d and Ronald Nippold and 2933 Yun-Pang Fl{\"o}tter{\"o}d}, 2934 title = {Simplified car-following models}, 2935 booktitle = {Transportation Research Board 91st Annaul Meeting}, 2936 year = {2012}, 2937 month = {Januar}, 2938 abstract = {This work presents strong evidence that human car-following behaviour 2939 can be described by a linear model with no more than three parameters 2940 to an amazing degree of precision. From this result it can be inferred 2941 that any microscopic traffic flow model can be composed of the car-following 2942 behaviour plus a couple of rules that fixes boundaries of the behaviour 2943 in terms of limitations to speed, acceleration, and safety. These 2944 limitations, however, usually have a clear physical meaning and understanding 2945 and are the only non-linearities needed to built a microscopic traffic 2946 flow model.}, 2947 keywords = {car-following, simple traffic flow models, ARIMA, calibration of traffic 2948 flow models}, 2949 owner = {dkrajzew}, 2950 timestamp = {2014.01.08}, 2951 url = {http://elib.dlr.de/72224/} 2952} 2953 2954@INPROCEEDINGS{dlr71872, 2955 author = {Yun-Pang Wang and Gunnar Fl{\"o}tter{\"o}d}, 2956 title = {Route choice calibration from multi-point vehicle stream measurements}, 2957 booktitle = {MT-ITS 2011}, 2958 year = {2011}, 2959 month = {Juni}, 2960 abstract = {To better und more precisely assess different transporta-tion design 2961 alternatives and traffic management strategies, microscopic traffic 2962 simulation models are extensively applied. The respective calibration 2963 and validation works are getting more and more important. Nowadays, 2964 GPS-based systems are broadly applied. More and more route related 2965 information can be collected, which promises great improvements of 2966 calibra-tion accuracy. An approach using multi-point vehicle stream 2967 measurements is proposed in this paper and is shown to work well 2968 in synthetic experiments.}, 2969 keywords = {route choice, vehicle reidentification, traffic simulation SUMO, CADYTS}, 2970 owner = {dkrajzew}, 2971 timestamp = {2014.01.08}, 2972 url = {http://elib.dlr.de/71872/} 2973} 2974 2975@MISC{dlr56995, 2976 author = {Yun-Pang Wang and Bernhard Friedrich}, 2977 title = {Optimierung der Matrixsch{\"a}tzung durch Elimination redundanter 2978 Informationen}, 2979 month = {M{\"a}rz}, 2980 year = {2008}, 2981 abstract = {Mit den zunehmenden M{\"o}glichkeiten der automatischen Verkehrsdatenerfassung 2982 stellt sich die Frage, welchen Einfluss die Kenntnis von Abbiegestr{\"o}men 2983 und daraus folgende redun-dante Informationen auf die Sch{\"a}tzung 2984 von Herkunft-/ Zielbeziehungen haben und wie m{\"o}g-liche negative 2985 Effekte auf die G{\"u}te der Sch{\"a}tzung bei bestehenden Erfassungsstellen 2986 ver-mieden werden k{\"o}nnen. Deshalb wurde in dieser Arbeit vor 2987 allem der Einfluss redundanter Informationen analysiert. Ein geeignetes 2988 Eliminationsverfahren (MERI) wurde entwickelt. Es wurde nachgewiesen, 2989 dass die negative Auswirkung redundanter Informationen im Informa-tions-Minimierungs-Modell 2990 (IM-Modell) durch MERI beseitigt werden konnte und die Sch{\"a}tz-g{\"u}te 2991 besser als die des Verbesserten IM-Modells (VIM-Modell) ist.}, 2992 booktitle = {HEUREKA 2008}, 2993 editor = { Forschungsgesellschaft f{\"u}r Stra{\ss}en- und Verkehrswesen}, 2994 keywords = {Matrixsch{\"a}tzung, Matrixanpassung, redundante Information}, 2995 owner = {dkrajzew}, 2996 timestamp = {2014.01.08}, 2997 url = {http://elib.dlr.de/56995/} 2998} 2999 3000@INPROCEEDINGS{dlr62716, 3001 author = {Yun-Pang Wang and Bernhard Friedrich}, 3002 title = {Improving matrix estimation pertaining to detailed traffic information 3003 and sophisticated traffic state}, 3004 booktitle = {Transportation Research Board 2009 Annual Meeting}, 3005 year = {2009}, 3006 month = {Januar}, 3007 publisher = {Transportation Research Board}, 3008 abstract = {Technical innovation and extensive application of adaptive signal 3009 control at intersections have made turning flow information that 3010 provide more precise constraints for Origin-Destination matrix (O-D 3011 matrix) estimation easily available in great quantity and more accurate 3012 than ever. However, the influence of turning flow and duplication 3013 of information on the existing matrix estimation models and on the 3014 accuracy of O-D matrix estimation has not been broadly investigated. 3015 Also, traffic phenomenon in networks becomes complicated and difficult 3016 to explain with the increase in number of vehicles, variety of daily 3017 activities and sophisticated travel behaviors. As such, general congested 3018 traffic state as well as diverse travelers? perception about travel 3019 time should be taken into consideration in O-D matrix estimation 3020 models. In this paper, the influence of applying finer and duplicated 3021 flow information as well as route choice proportion estimates on 3022 the performance of the Information minimization (IM) and the modified 3023 IM models were examined. It has shown that duplicate information 3024 has adverse effect on the accuracy of matrix estimation, whereas 3025 additional turning flow information can improve estimation accuracy. 3026 Based on the examination results a methodology using the IM model, 3027 the stochastic user equilibrium (SUE) assignment and the information 3028 screening process, was proposed to optimize the goodness of estimation 3029 and enhance the IM model to deal with the traffic situation more 3030 realistically. The respective convergence and required computation 3031 time were also examined. Furthermore, an empirical route choice study 3032 was conducted in order to help determining the size of a route set 3033 used in the SUE assignment model.}, 3034 journal = {Compendium of TRB 88th Annual Meeting}, 3035 keywords = {matrix estimation, SUE, information minimization, entropy maximization}, 3036 owner = {dkrajzew}, 3037 timestamp = {2014.01.08}, 3038 url = {http://elib.dlr.de/62716/} 3039} 3040 3041@INPROCEEDINGS{dlr77309, 3042 author = {Yun-Pang Wang and Peter Wagner and Michael Behrisch}, 3043 title = {Ann{\"a}herung an das dynamische Systemoptimum mit Hilfe von Einzelfahrzeuginformationen}, 3044 booktitle = {HEUREKA 2011}, 3045 year = {2011}, 3046 month = {M{\"a}rz}, 3047 abstract = {Der Verkehr in einem gegebenen Untersuchungsgebiet organisiert sich 3048 selbst in eine Ann{\"a}herung an das sogenannte Nutzeroptimum. Im 3049 Widerspruch dazu steht die Forderung von Verkehrsmanagern, ein Systemoptimum 3050 zur besten Nutzung der vorhandenen verkehrlichen Ressourcen anzustreben. 3051 In der Praxis ist es wegen der sich st{\"a}ndig ver{\"a}ndernden 3052 Verkehrszust{\"a}nde schwierig, Kantenwiderstandsfunktionen zu bestimmen. 3053 Heutzutage k{\"o}nnen viele Verkehrsinformationen mittlerweile direkt 3054 von Meldefahrzeugen erfasst werden. Daraus k{\"o}nnen viele zeitabh{\"a}ngige 3055 Informationen abgeleitet werden. In dieser Arbeit wird untersucht, 3056 ob und wie man auf einfache Weise ein Systemoptimum mit Hilfe einer 3057 mikroskopischen Simulation berechnen kann und welches Ausma{\ss} 3058 an Informationen zur Ann{\"a}herung an ein Systemoptimum erforderlich 3059 ist.}, 3060 keywords = {dynamische Systemoptimum, mikroskopische Verkehrssimulation}, 3061 owner = {dkrajzew}, 3062 timestamp = {2014.01.08}, 3063 url = {http://elib.dlr.de/77309/} 3064} 3065 3066@INPROCEEDINGS{dlr65940, 3067 author = {Yun-Pang Wang and Peter Wagner and Michael Behrisch}, 3068 title = {Towards a dynamic system optimum based on the simulated traffic data 3069 in the microscopic traffic simulation}, 3070 booktitle = {3rd NEARCTIS workshop}, 3071 year = {2010}, 3072 month = {Juni}, 3073 abstract = {Microscopic traffic simulation has been applied since decades in order 3074 to better describing both drivers? behaviors and interactive effects 3075 among network infrastructure, drivers and traffic control applications. 3076 Furthermore, it is also used as an evaluation tool for analyzing 3077 influences of proposed management strategies and traffic-related 3078 telematics technologies on network performances, such as efficiency 3079 and safety. Achieving a system optimum in a road network is the main 3080 concern of traffic managers at all times, although most road users 3081 tend to make the route choice decision which is best suitable for 3082 their journeys in practice. The main difference between system optimum 3083 and user equilibrium is the marginal total travel costs, i.e. travel 3084 times, which are the costs that an additional road user causes to 3085 the other road users already in the network during the analysis period. 3086 3087 Generally, travel times can be determined, i.e. approximated, by given 3088 link travel time functions, which are functions of link flows. The 3089 functional forms and respective parameters of the most travel time 3090 functions are derived from empirical data. This approach has been 3091 extensively applied in the macroscopic traffic modeling and the dynamic 3092 traffic assignment modeling. Therefore, respective marginal costs 3093 can be obtained by calculating the corresponding derivatives. However, 3094 such travel time functions and their derivates are not required and 3095 also not applied in a microscopic simulation, since the travel time, 3096 travel flows and other parameters are directly measured in a simulation. 3097 In this study, how to define and calculate marginal costs with use 3098 of the simulated data is investigated.}, 3099 keywords = {system optimum, SUMO, microscopic traffic simulation}, 3100 owner = {dkrajzew}, 3101 timestamp = {2014.01.08}, 3102 url = {http://elib.dlr.de/65940/} 3103} 3104 3105@INPROCEEDINGS{Wang2010, 3106 author = {Yun-Pang Wang and Peter Wagner and Michael Behrisch}, 3107 title = {Towards a dynamic system optimum based on the simulated traffic data 3108 in the microscopic traffic simulation}, 3109 booktitle = {3rd NEARCTIS workshop}, 3110 year = {2010}, 3111 month = {Juni}, 3112 abstract = {Microscopic traffic simulation has been applied since decades in order 3113 to better describing both drivers? behaviors and interactive effects 3114 among network infrastructure, drivers and traffic control applications. 3115 Furthermore, it is also used as an evaluation tool for analyzing 3116 influences of proposed management strategies and traffic-related 3117 telematics technologies on network performances, such as efficiency 3118 and safety. Achieving a system optimum in a road network is the main 3119 concern of traffic managers at all times, although most road users 3120 tend to make the route choice decision which is best suitable for 3121 their journeys in practice. The main difference between system optimum 3122 and user equilibrium is the marginal total travel costs, i.e. travel 3123 times, which are the costs that an additional road user causes to 3124 the other road users already in the network during the analysis period. 3125 3126 3127 Generally, travel times can be determined, i.e. approximated, by given 3128 link travel time functions, which are functions of link flows. The 3129 functional forms and respective parameters of the most travel time 3130 functions are derived from empirical data. This approach has been 3131 extensively applied in the macroscopic traffic modeling and the dynamic 3132 traffic assignment modeling. Therefore, respective marginal costs 3133 can be obtained by calculating the corresponding derivatives. However, 3134 such travel time functions and their derivates are not required and 3135 also not applied in a microscopic simulation, since the travel time, 3136 travel flows and other parameters are directly measured in a simulation. 3137 In this study, how to define and calculate marginal costs with use 3138 of the simulated data is investigated.}, 3139 keywords = {system optimum, SUMO, microscopic traffic simulation}, 3140 owner = {Daniel}, 3141 timestamp = {2011.12.02}, 3142 url = {http://elib.dlr.de/65940/} 3143} 3144 3145@PHDTHESIS{Wegener2009, 3146 author = {Axel Wegener}, 3147 title = {Organic-Computing-Konzepte und deren Umsetzung f�r dezentrale Anwendungen 3148 im Stra�enverkehr}, 3149 school = {Universit\"at zu L\"ubeck}, 3150 year = {2009}, 3151 file = {:http\://d-nb.info/997885203/34:URL}, 3152 owner = {dkrajzew}, 3153 timestamp = {2012.01.23} 3154} 3155 3156@INPROCEEDINGS{Wegener2008, 3157 author = {Wegener, A. and Hellbr\"uck, H. and Wewetzer, C. and L\"ubke, A.}, 3158 title = {VANET Simulation Environment with Feedback Loop and its Application 3159 to Traffic Light Assistance}, 3160 booktitle = {GLOBECOM Workshops, 2008 IEEE}, 3161 year = {2008}, 3162 pages = {1 -7}, 3163 month = {30 2008-dec. 4}, 3164 abstract = {Traffic applications, in which vehicles are equipped with a radio 3165 interface and communicate directly with each other and the road traffic 3166 infrastructure are a promising field for ad-hoc network technology. 3167 Vehicular applications reach from entertainment to traffic information 3168 systems, including safety aspects where warning messages can inform 3169 drivers about dangerous situations in advance. As performance tests 3170 of the real system are very expensive and not comprehensive, today's 3171 evaluations are based on analysis and simulation via traffic simulators. 3172 In order to investigate the impact of traffic information systems 3173 there are two options: First, traffic simulators can be extended 3174 by application code and a simplified model for wireless communication. 3175 Second, existing network simulators can be coupled with existing 3176 traffic simulators. We favor the coupling of existing and well known 3177 simulators as we believe that the wireless communication characteristics 3178 influence the data transfer significantly and an oversimplified transmission 3179 model can lead to flawed results. In this paper we describe the feedback 3180 loop between traffic and network simulators named traffic control 3181 interface (TraCI) and outline its versatility. We explain its use 3182 to determine possible energy consumption reduction when traffic lights 3183 send their phase schedules to vehicles.}, 3184 doi = {10.1109/GLOCOMW.2008.ECP.67}, 3185 keywords = {TraCI;VANET simulation environment;ad-hoc network technology;feedback 3186 loop;oversimplified transmission model;radio interface;road traffic 3187 infrastructure;safety aspects;traffic control interface;traffic information 3188 systems;traffic light assistance;traffic simulators;wireless communication;ad 3189 hoc networks;mobile radio;road safety;road traffic;traffic information 3190 systems;, V2X, TU L�beck, sumo}, 3191 owner = {dkrajzew}, 3192 timestamp = {2011.09.19} 3193} 3194 3195@INPROCEEDINGS{Wegener2008a, 3196 author = {Axel Wegener and Micha\l Pi\'{o}rkowski and Maxim Raya and Horst 3197 Hellbr\"{u}ck and Stefan Fischer and Jean-Pierre Hubaux}, 3198 title = {Tra{CI}: {A}n {I}nterface for {C}oupling {R}oad {T}raffic and {N}etwork 3199 {S}imulators}, 3200 booktitle = {11{t}h {C}ommunications and {N}etworking {S}imulation {S}ymposium 3201 ({CNS})}, 3202 year = {2008}, 3203 series = {CNS '08}, 3204 pages = {155--163}, 3205 address = {New York, NY, USA}, 3206 publisher = {ACM}, 3207 abstract = {Vehicular Ad-Hoc Networks (VANETs) enable communication among vehicles 3208 as well as between vehicles and roadside infrastructures. Currently 3209 available software tools for VANET research still lack the ability 3210 to asses the usability of vehicular applications. In this article, 3211 we present Traffic Control Interface (TraCI) a technique for interlinking 3212 road traffic and network simulators. It permits us to control the 3213 behavior of vehicles during simulation runtime, and consequently 3214 to better understand the influence of VANET applications on traffic 3215 patterns. In contrast to the existing approaches, i.e., generating 3216 mobility traces that are fed to a network simulator as static input 3217 files, the online coupling allows the adaptation of drivers' behavior 3218 during simulation runtime. This technique is not limited to a special 3219 traffic simulator or to a special network simulator. We introduce 3220 a general framework for controlling the mobility which is adaptable 3221 towards other research areas. We describe the basic concept, design 3222 decisions and the message format of this open-source architecture. 3223 Additionally, we provide implementations for non-commercial traffic 3224 and network simulators namely SUMO and ns2, respectively. This coupling 3225 enables for the first time systematic evaluations of VANET applications 3226 in realistic settings.}, 3227 acmid = {1400740}, 3228 affiliation = {EPFL}, 3229 details = {http://infoscience.epfl.ch/record/115106}, 3230 doi = {10.1145/1400713.1400740}, 3231 isbn = {1-56555-318-7}, 3232 keywords = {network simulation, node mobility, vehicular ad-hoc networks (VANETs)}, 3233 location = {Ottawa, Canada}, 3234 numpages = {9}, 3235 url = {http://doi.acm.org/10.1145/1400713.1400740} 3236} 3237 3238@INPROCEEDINGS{Widodo2000, 3239 author = {Widodo, S. and Hasegawa, T. and Tsugawa, S.}, 3240 title = {Vehicle fuel consumption and emission estimation in environment-adaptive 3241 driving with or without inter-vehicle communications}, 3242 booktitle = {Intelligent Vehicles Symposium, 2000. IV 2000. Proceedings of the 3243 IEEE}, 3244 year = {2000}, 3245 pages = {382 -386}, 3246 __markedentry = {[dkrajzew:6]}, 3247 abstract = {In this paper, the vehicle fuel consumption and emission rates of 3248 environment-adaptive driving with or without inter-vehicle communications 3249 are estimated using an autonomous running traffic flow simulator. 3250 In this study, a microscopic fuel consumption and emission model 3251 is used. Simulation results show that environment-adaptive driving 3252 can reduce both of the average fuel consumption and vehicle emission. 3253 It also shows that inter-vehicle communications can improve these 3254 impacts under high vehicle densities and long traffic light cycle 3255 times}, 3256 doi = {10.1109/IVS.2000.898373}, 3257 keywords = {autonomous running traffic flow simulator;environment-adaptive driving;high 3258 vehicle densities;inter-vehicle communications;long traffic light 3259 cycle times;microscopic model;vehicle emission estimation;vehicle 3260 fuel consumption estimation;air pollution;automated highways;environmental 3261 factors;mobile communication;road vehicles;}, 3262 owner = {dkrajzew}, 3263 timestamp = {2012.01.26} 3264} 3265 3266@comment{jabref-meta: selector_review:} 3267 3268@comment{jabref-meta: selector_publisher:} 3269 3270@comment{jabref-meta: selector_author:} 3271 3272@comment{jabref-meta: selector_journal:} 3273 3274@comment{jabref-meta: selector_keywords:} 3275 3276@comment{jabref-meta: groupsversion:3;} 3277 3278@comment{jabref-meta: groupstree: 32790 AllEntriesGroup:; 32801 ExplicitGroup:sumo\;0\;; 32812 ExplicitGroup:used\;0\;Bajpai2011\;Barber2011\;Bauza2008\;Behrisch20 328208\;Behrisch2008a\;Behrisch2008b\;Behrisch2009a\;Behrisch2010\;Bieker2 3283010\;Bieker2011\;Bieker2011a\;Bonert2006\;Duering2011\;Flotterod2009\; 3284Hopfner2007\;Karnadi2007\;Katsaros2011\;Katsaros2011a\;Kerekes2009\;Kr 3285ajzewicz2002b\;Krajzewicz2003b\;Krajzewicz2005a\;Krajzewicz2007\;Krajz 3286ewicz2007a\;Krajzewicz2007b\;Krajzewicz2010a\;Krajzewicz2011\;Krajzewi 3287cz2011a\;Morenz2007\;Piorkowski2008\;Rosenbaum2011\;SandeshFiore2011\; 3288Wegener2008\;Wegener2008a\;Wegener2009\;; 32892 ExplicitGroup:mentioned\;0\;GOZALVEZ2009\;Harri2011\;Krajzewicz2002\ 3290;Krajzewicz2003\;Krajzewicz2003c\;Krajzewicz2004\;Krajzewicz2009\;Kraj 3291zewicz2010\;Lazaro2008\;Maneros2009\;Niebel2008\;Rondinone2009\;Wang20 329210\;; 32932 ExplicitGroup:compared\;0\;; 32942 ExplicitGroup:presentation\;0\;Behrisch2009\;Behrisch2010a\;Behrisch 32952011\;Hopfner2007\;Karnadi2007\;Krajzewicz2002a\;Krajzewicz2003a\;Kraj 3296zewicz2003b\;Krajzewicz2004b\;Krajzewicz2005\;Krajzewicz2006\;Krajzewi 3297cz2009a\;Krajzewicz2009b\;Krajzewicz2010b\;; 32981 ExplicitGroup:projects\;0\;; 32992 ExplicitGroup:OIS\;0\;Krajzewicz2005a\;; 33002 ExplicitGroup:INVENT\;0\;; 33012 ExplicitGroup:TAPAS\;0\;SandeshFiore2011\;Varschen2006\;; 33022 ExplicitGroup:GF4BOS\;2\;Behrisch2010\;Niebel2008\;; 33033 ExplicitGroup:WJT2005\;0\;; 33043 ExplicitGroup:Soccer2006\;0\;Behrisch2008\;Bonert2006\;; 33053 ExplicitGroup:DELPHI\;0\;Behrisch2009a\;; 33063 ExplicitGroup:VABENE\;0\;Rosenbaum2011\;; 33072 ExplicitGroup:small\;0\;; 33083 ExplicitGroup:ACMEDriver\;0\;Krajzewicz2002\;Krajzewicz2003\;Krajzew 3309icz2003c\;Krajzewicz2004\;Krajzewicz2004a\;; 33102 ExplicitGroup:theses\;2\;; 33113 ExplicitGroup:DanilotTeteBoyom\;0\;Krajzewicz2007\;Krajzewicz2007a\; 3312Krajzewicz2007b\;; 33132 ExplicitGroup:TrafficOnline\;0\;Hopfner2007\;; 33142 ExplicitGroup:iTETRIS\;0\;Bauza2008\;Bieker2011\;Bieker2011a\;Blokpo 3315el2010\;Furian2013\;GOZALVEZ2009\;Harri2011\;Krajzewicz2009\;Krajzewic 3316z2009b\;Krajzewicz2010\;Krajzewicz2010a\;Krajzewicz2011\;Lazaro2008\;M 3317aneros2009\;Rondinone2009\;; 33182 ExplicitGroup:Pre-Drive C2X\;0\;Bieker2010\;; 33191 ExplicitGroup:topics\;0\;; 33202 ExplicitGroup:V2X\;2\;Figueiredo2001\;; 33213 ExplicitGroup:communication models\;2\;Bieker2010\;Harri2011\;Krajze 3322wicz2007\;Krajzewicz2007a\;Krajzewicz2007b\;; 33233 ExplicitGroup:applications\;2\;Krajzewicz2010\;; 33244 ExplicitGroup:emergency\;0\;Bieker2011a\;; 33254 ExplicitGroup:TLS\;0\;Bieker2011a\;Duering2011\;; 33264 ExplicitGroup:public transport\;0\;Bieker2011\;; 33274 ExplicitGroup:surveillance\;0\;Bieker2011\;Wegener2009\;; 33284 ExplicitGroup:navigation\;0\;Barber2011\;Katsaros2011\;Krajzewicz200 33297\;Krajzewicz2007a\;Krajzewicz2007b\;Wegener2009\;; 33304 ExplicitGroup:ADAS\;0\;Duering2011\;; 33314 ExplicitGroup:GLOSA\;0\;Chao-Qun2008\;Katsaros2011\;Katsaros2011a\;S 3332anchez2006\;Tielert2010\;Treiber2000\;Wegener2008\;Wegener2009\;Widodo 33332000\;; 33343 ExplicitGroup:simulation packages\;2\;Wegener2008a\;; 33354 ExplicitGroup:iTETRIS\;0\;Bauza2008\;GOZALVEZ2009\;Harri2011\;Krajze 3336wicz2009\;Krajzewicz2010\;Lazaro2008\;Maneros2009\;Rondinone2009\;; 33374 ExplicitGroup:MOVE\;0\;Karnadi2007\;; 33384 ExplicitGroup:TraNS\;0\;Piorkowski2008\;; 33394 ExplicitGroup:VSimRTI\;0\;Katsaros2011\;Katsaros2011a\;; 33403 ExplicitGroup:network simulator\;0\;; 33414 ExplicitGroup:ns-3\;0\;GOZALVEZ2009\;Harri2011\;Krajzewicz2009\;Kraj 3342zewicz2010\;Lazaro2008\;Maneros2009\;Rondinone2009\;; 33434 ExplicitGroup:own (DLR)\;0\;Bieker2010\;Krajzewicz2007\;Krajzewicz20 334407a\;Krajzewicz2007b\;; 33454 ExplicitGroup:ns-2\;0\;Karnadi2007\;Piorkowski2008\;Wegener2008\;Weg 3346ener2009\;; 33474 ExplicitGroup:JiST/SWANS\;0\;Katsaros2011\;Katsaros2011a\;; 33483 ExplicitGroup:routing protocols\;0\;Bauza2008\;Katsaros2011b\;; 33493 ExplicitGroup:connectivity\;0\;SandeshFiore2011\;; 33502 ExplicitGroup:TLS\;2\;Bajpai2011\;Barlovic2001\;Krajzewicz2005a\;Kra 3351jzewicz2010a\;Krajzewicz2011\;; 33522 ExplicitGroup:demand\;2\;; 33533 ExplicitGroup:generation\;2\;Behrisch2008\;SandeshFiore2011\;Varsche 3354n2006\;; 33553 ExplicitGroup:assignment\;2\;Behrisch2008a\;Behrisch2008b\;Gawron199 33569\;Krajzewicz2003b\;Krajzewicz2011\;Krajzewicz2011a\;SandeshFiore2011\ 3357;Wang2010\;; 33583 ExplicitGroup:calibration\;2\;Flotterod2009\;; 33593 ExplicitGroup:event traffic\;2\;Behrisch2008\;; 33602 ExplicitGroup:driver modelling\;2\;; 33613 ExplicitGroup:submicro\;0\;Krajzewicz2002\;Krajzewicz2003\;Krajzewic 3362z2003c\;Krajzewicz2004\;Krajzewicz2004a\;; 33633 ExplicitGroup:car-following\;0\;Krajzewicz2003b\;Krajzewicz2010b\;Kr 3364auss1997\;Krauss1998\;; 33653 ExplicitGroup:mesoscopic\;0\;Behrisch2008\;; 33663 ExplicitGroup:lane changing\;0\;Krajzewicz2009a\;Krajzewicz2010b\;; 33672 ExplicitGroup:metrics\;2\;Blokpoel2010\;Krajzewicz2010a\;Krajzewicz2 3368011a\;; 33692 ExplicitGroup:pollution\;2\;Blokpoel2010\;Krajzewicz2009b\;Krajzewic 3370z2010a\;Krajzewicz2010b\;Krajzewicz2011\;Krajzewicz2011a\;Verges2013\; 3371dlr54498\;dlr55172\;dlr55173\;dlr56995\;dlr62187\;dlr62188\;dlr62189\; 3372dlr62716\;dlr65940\;dlr65965\;dlr65966\;dlr65967\;dlr71870\;dlr71871\; 3373dlr71872\;dlr72224\;dlr72232\;dlr76186\;dlr77309\;dlr80610\;dlr81244\; 3374dlr81834\;; 33752 ExplicitGroup:simulation packages\;2\;Behrisch2009\;Behrisch2010\;Be 3376hrisch2011\;Krajzewicz2002a\;Krajzewicz2003a\;Krajzewicz2004b\;Krajzew 3377icz2006\;Krajzewicz2010b\;; 33782 ExplicitGroup:calibration&validation\;2\;Brockfeld2002\;Brockfeld200 33792a\;Brockfeld2003\;Brockfeld2003a\;Brockfeld2004\;Brockfeld2004a\;Broc 3380kfeld2004b\;Brockfeld2004c\;Brockfeld2005\;Brockfeld2005a\;Krajzewicz2 3381002b\;Krajzewicz2003b\;Morenz2007\;; 33822 ExplicitGroup:inter-modality\;2\;Behrisch2010a\;; 33832 ExplicitGroup:surveillance\;2\;Behrisch2009a\;Behrisch2010\;Bonert20 338406\;Hopfner2007\;Kerekes2009\;Kuhne2006\;Morenz2007\;Niebel2008\;Rosen 3385baum2011\;Schlingelhof2006\;; 33863 ExplicitGroup:airborne\;0\;Behrisch2009a\;Behrisch2010\;Bonert2006\; 3387Niebel2008\;Rosenbaum2011\;; 33883 ExplicitGroup:inductive loops\;0\;; 33893 ExplicitGroup:cameras\;0\;Behrisch2009a\;Behrisch2010\;Bonert2006\;K 3390erekes2009\;Niebel2008\;Rosenbaum2011\;; 33913 ExplicitGroup:mobile phones\;0\;Hopfner2007\;; 33922 ExplicitGroup:forecast\;0\;Behrisch2008\;Behrisch2009a\;Behrisch2010 3393\;Bonert2006\;Morenz2007\;Niebel2008\;Rosenbaum2011\;; 33942 ExplicitGroup:road networks\;0\;Karnadi2007\;Krajzewicz2005\;Sandesh 3395Fiore2011\;; 33962 ExplicitGroup:TraCI\;0\;Wegener2008\;Wegener2008a\;Wegener2009\;; 33972 ExplicitGroup:public transport\;0\;Bieker2011\;Morenz2007\;; 33982 ExplicitGroup:ITS\;0\;Figueiredo2001\;; 33991 ExplicitGroup:institutions\;0\;; 34002 ExplicitGroup:DLR\;2\;Kuhne2006\;; 34013 ExplicitGroup:TS\;2\;Barlovic2001\;Behrisch2008\;Behrisch2008a\;Behr 3402isch2008b\;Behrisch2009\;Behrisch2009a\;Behrisch2010\;Behrisch2010a\;B 3403ehrisch2011\;Bieker2010\;Bieker2011\;Bieker2011a\;Blokpoel2010\;Brockf 3404eld2002\;Brockfeld2002a\;Brockfeld2003\;Brockfeld2003a\;Brockfeld2004\ 3405;Brockfeld2004a\;Brockfeld2004b\;Brockfeld2004c\;Brockfeld2005\;Brockf 3406eld2005a\;Duering2011\;Flotterod2009\;GOZALVEZ2009\;Harri2011\;Hopfner 34072007\;Krajzewicz2002\;Krajzewicz2002a\;Krajzewicz2002b\;Krajzewicz2003 3408\;Krajzewicz2003a\;Krajzewicz2003b\;Krajzewicz2003c\;Krajzewicz2004\;K 3409rajzewicz2004a\;Krajzewicz2004b\;Krajzewicz2005\;Krajzewicz2005a\;Kraj 3410zewicz2006\;Krajzewicz2007\;Krajzewicz2007a\;Krajzewicz2007b\;Krajzewi 3411cz2009\;Krajzewicz2009a\;Krajzewicz2009b\;Krajzewicz2010\;Krajzewicz20 341210a\;Krajzewicz2010b\;Krajzewicz2011\;Krajzewicz2011a\;Krauss1997\;Laz 3413aro2008\;Maneros2009\;Niebel2008\;Rosenbaum2011\;Schlingelhof2006\;Var 3414schen2006\;Wang2010\;; 34153 ExplicitGroup:VF\;2\;Varschen2006\;; 34163 ExplicitGroup:MF\;2\;Rosenbaum2011\;; 34172 ExplicitGroup:Switzerland\;2\;; 34183 ExplicitGroup:EPFL\;2\;; 34194 ExplicitGroup:Transport and Mobility Laboratory\;0\;Flotterod2009\;; 34204 ExplicitGroup:LCA (Laboratory for computer Communications and Applic 3421ations)\;0\;Piorkowski2008\;Wegener2008a\;; 34222 ExplicitGroup:Netherlands\;2\;; 34233 ExplicitGroup:Peek Traffic\;0\;Blokpoel2010\;GOZALVEZ2009\;Harri2011 3424\;Krajzewicz2010\;Lazaro2008\;; 34252 ExplicitGroup:Belgium\;2\;; 34263 ExplicitGroup:IMEC\;0\;Bieker2010\;; 34272 ExplicitGroup:France\;2\;; 34283 ExplicitGroup:EURECOM\;0\;GOZALVEZ2009\;Harri2011\;Krajzewicz2010\;L 3429azaro2008\;Rondinone2009\;; 34303 ExplicitGroup:HITACHI\;0\;GOZALVEZ2009\;Krajzewicz2010\;Lazaro2008\; 3431Rondinone2009\;; 34323 ExplicitGroup:Thales\;0\;GOZALVEZ2009\;Harri2011\;Krajzewicz2010\;La 3433zaro2008\;Rondinone2009\;; 34343 ExplicitGroup:Universit�e de Lyon\;0\;; 34354 ExplicitGroup:INRIA\;0\;SandeshFiore2011\;; 34362 ExplicitGroup:Germany\;2\;; 34373 ExplicitGroup:TU BS\;2\;Duering2011\;; 34383 ExplicitGroup:VW\;0\;Wegener2008\;; 34393 ExplicitGroup:TU L\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ 3440\\\\\\\\\\\\\\"ubeck\;2\;; 34414 ExplicitGroup:Institute of Telematics\;0\;Wegener2008\;Wegener2008a\ 3442;Wegener2009\;; 34433 ExplicitGroup:University of Applied Sciences L\\\\\\\\\\\\\\\\\\\\\\ 3444\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\"ubeck\;2\;; 34454 ExplicitGroup:Department of Electrical Engineering\;0\;Wegener2008\; 3446; 34473 ExplicitGroup:Universit\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ 3448\\\\\\\\\\\\\\\\\\\"at zu K\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ 3449\\\\\\\\\\\\\\\\\\\\\"oln\;0\;Gawron1999\;Krauss1997\;Krauss1998\;; 34503 ExplicitGroup:Fraunhofer\;2\;; 34514 ExplicitGroup:FOKUS\;0\;Katsaros2011a\;Kerekes2009\;; 34522 ExplicitGroup:Spain\;2\;; 34533 ExplicitGroup:UMH\;0\;Bauza2008\;GOZALVEZ2009\;Krajzewicz2010\;Lazar 3454o2008\;Maneros2009\;Rondinone2009\;; 34553 ExplicitGroup:Innovalia Association\;0\;GOZALVEZ2009\;Krajzewicz2009 3456b\;Krajzewicz2010\;Lazaro2008\;Maneros2009\;Rondinone2009\;; 34573 ExplicitGroup:CBT\;0\;GOZALVEZ2009\;Krajzewicz2010\;Lazaro2008\;Mane 3458ros2009\;Rondinone2009\;; 34592 ExplicitGroup:Italy\;2\;; 34603 ExplicitGroup:COBO\;0\;GOZALVEZ2009\;Krajzewicz2010\;Lazaro2008\;Ron 3461dinone2009\;; 34622 ExplicitGroup:USA\;0\;; 34633 ExplicitGroup:University of Tulsa\;0\;Barber2011\;; 34643 ExplicitGroup:Rochester Institute of Technology\;0\;Kerekes2009\;; 34653 ExplicitGroup:Air Force Institute of Technology\;0\;Kerekes2009\;; 34663 ExplicitGroup:Numerica Corp.\;0\;Kerekes2009\;; 34672 ExplicitGroup:Australia\;2\;; 34683 ExplicitGroup:University of New South Wales\;0\;Karnadi2007\;; 34693 ExplicitGroup:National ICT Australia Ltd\;0\;Karnadi2007\;; 34702 ExplicitGroup:Ireland\;2\;; 34713 ExplicitGroup:University of Dublin\;0\;Morenz2007\;; 34722 ExplicitGroup:UK\;2\;; 34733 ExplicitGroup:University of Surrey\;0\;Katsaros2011\;Katsaros2011a\; 3474Katsaros2011b\;; 34752 ExplicitGroup:India\;2\;; 34763 ExplicitGroup:IIT Bombay\;0\;Bajpai2011\;; 34771 ExplicitGroup:meta\;0\;; 34782 ExplicitGroup:assigned2groups\;0\;Bajpai2011\;Barber2011\;Barlovic20 347901\;Bauza2008\;Behrisch2008\;Behrisch2008a\;Behrisch2008b\;Behrisch200 34809\;Behrisch2009a\;Behrisch2010\;Behrisch2010a\;Behrisch2011\;Bieker201 34810\;Bieker2011\;Bieker2011a\;Blokpoel2010\;Bonert2006\;Brockfeld2002\;B 3482rockfeld2002a\;Brockfeld2003\;Brockfeld2003a\;Brockfeld2004\;Brockfeld 34832004a\;Brockfeld2004b\;Brockfeld2004c\;Brockfeld2005\;Brockfeld2005a\; 3484Chao-Qun2008\;Duering2011\;Figueiredo2001\;Flotterod2009\;GOZALVEZ2009 3485\;Gawron1999\;Harri2011\;Hopfner2007\;Karnadi2007\;Katsaros2011\;Katsa 3486ros2011a\;Katsaros2011b\;Kerekes2009\;Krajzewicz2002\;Krajzewicz2002a\ 3487;Krajzewicz2002b\;Krajzewicz2003\;Krajzewicz2003a\;Krajzewicz2003b\;Kr 3488ajzewicz2003c\;Krajzewicz2004\;Krajzewicz2004a\;Krajzewicz2004b\;Krajz 3489ewicz2005\;Krajzewicz2005a\;Krajzewicz2006\;Krajzewicz2007\;Krajzewicz 34902007a\;Krajzewicz2007b\;Krajzewicz2009\;Krajzewicz2009a\;Krajzewicz201 34910\;Krajzewicz2010a\;Krajzewicz2010b\;Krajzewicz2011\;Krajzewicz2011a\; 3492Krauss1997\;Krauss1998\;Kuhne2006\;Lazaro2008\;Maneros2009\;Morenz2007 3493\;Niebel2008\;Piorkowski2008\;Rondinone2009\;Rosenbaum2011\;Sanchez200 34946\;SandeshFiore2011\;Schlingelhof2006\;Tielert2010\;Treiber2000\;Varsc 3495hen2006\;Wang2010\;Wegener2008\;Wegener2008a\;Wegener2009\;Widodo2000\ 3496;; 34972 ExplicitGroup:documentAssigned\;0\;Katsaros2011\;Katsaros2011a\;Kats 3498aros2011b\;Tielert2010\;Treiber2000\;Wegener2009\;; 3499} 3500 3501