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Journal articles on the topic 'Microscopic Simulator'

Author: Grafiati
Published: 4 June 2021
Last updated: 1 February 2022

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1

Azevedo, Carlos Lima, Neeraj Milind Deshmukh, Balakumar Marimuthu, Simon Oh, Katarzyna Marczuk, Harold Soh, Kakali Basak, Tomer Toledo, Li-Shiuan Peh, and Moshe E. Ben-Akiva. "SimMobility Short-Term: An Integrated Microscopic Mobility Simulator." Transportation Research Record: Journal of the Transportation Research Board 2622, no. 1 (January 2017): 13–23. http://dx.doi.org/10.3141/2622-02.

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This paper presents the development of an integrated microscopic mobility simulator, SimMobility Short-Term (ST). The simulator is integrated because its models, inputs and outputs, simulated components, and code base are integrated within a multiscale agent- and activity-based simulation platform capable of simulating different spatiotemporal resolutions and accounting for different levels of travelers’ decision making. The simulator is microscopic because both the demand (agents and its trips) and the supply (trip realization and movements on the network) are microscopic (i.e., modeled individually). Finally, the simulator has mobility because it copes with the multimodal nature of urban networks and the need for the flexible simulation of innovative transportation services, such as on-demand and smart mobility solutions. This paper follows previous publications that describe SimMobility’s overall framework and models. SimMobility is an open-source, multiscale platform that considers land use, transportation, and mobility-sensitive behavioral models. SimMobility ST aims at simulating the high-resolution movement of agents (traffic, transit, pedestrians, and goods) and the operation of different mobility services and control and information systems. This paper presents the SimMobility ST modeling framework and system architecture and reports on its successful calibration for Singapore and its use in several scenarios of innovative mobility applications. The paper also shows how detailed performance measures from SimMobility ST can be integrated with a daily activity and mobility patterns simulator. Such integration is crucial to model accurately the effect of different technologies and service operations at the urban level, as the identity and preferences of simulated agents are maintained across temporal decision scales, ensuring the consistency and accuracy of simulated accessibility and performance measures of each scenario.
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., Namit Gupta. "MICROSCOPIC TRAFFIC SIMULATION USING VANETS TRAFFIC SIMULATOR VISSIM." International Journal of Research in Engineering and Technology 03, no. 26 (November 25, 2014): 56–58. http://dx.doi.org/10.15623/ijret.2014.0326012.

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Treiber, M., and A. Kesting. "An Open-Source Microscopic Traffic Simulator." IEEE Intelligent Transportation Systems Magazine 2, no. 3 (2010): 6–13. http://dx.doi.org/10.1109/mits.2010.939208.

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Toledo, Tomer, Haris N. Koutsopoulos, Angus Davol, Moshe E. Ben-Akiva, Wilco Burghout, Ingmar Andréasson, Tobias Johansson, and Christen Lundin. "Calibration and Validation of Microscopic Traffic Simulation Tools: Stockholm Case Study." Transportation Research Record: Journal of the Transportation Research Board 1831, no. 1 (January 2003): 65–75. http://dx.doi.org/10.3141/1831-08.

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The calibration and validation approach and results from a case study applying the microscopic traffic simulation tool MITSIMLab to a mixed urban-freeway network in the Brunnsviken area in the north of Stockholm, Sweden, under congested traffic conditions are described. Two important components of the simulator were calibrated: driving behavior models and travel behavior components, including origin–destination flows and the route choice model. In the absence of detailed data, only aggregate data (i.e., speed and flow measurements at sensor locations) were available for calibration. Aggregate calibration uses simulation output, which is a result of the interaction among all components of the simulator. Therefore, it is, in general, impossible to identify the effect of individual models on traffic flow when using aggregate data. The calibration approach used takes these interactions into account by iteratively calibrating the different components to minimize the deviation between observed and simulated measurements. The calibrated MITSIMLab model was validated by comparing observed and simulated measurements: traffic flows at sensor locations, point-to-point travel times, and queue lengths. A second set of measurements, taken a year after the ones used for calibration, was used at this stage. Results of the validation are presented. Practical difficulties and limitations that may arise with application of the calibration and validation approach are discussed.
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Hoseini, Seyyed Mohammad Sadat. "Comparison of Microscopic Drivers' Probabilistic Lane-changing Models With Real Traffic Microscopic Data." PROMET - Traffic&Transportation 23, no. 4 (January 25, 2012): 241–51. http://dx.doi.org/10.7307/ptt.v23i4.127.

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The difficulties of microscopic-level simulation models to accurately reproduce real traffic phenomena stem not only from the complexity of calibration and validation operations, but also from the structural inadequacies of the sub-models themselves. Both of these drawbacks originate from the scant information available on real phenomena because of the difficulty in gathering accurate field data. This paper studies the traffic behaviour of individual drivers utilizing vehicle trajectory data extracted from digital images collected from freeways in Iran. These data are used to evaluate the four proposed microscopic traffic models. One of the models is based on the traffic regulations in Iran and the three others are probabilistic models that use a decision factor for calculating the probability of choosing a position on the freeway by a driver. The decision factors for three probabilistic models are increasing speed, decreasing risk of collision, and increasing speed combined with decreasing risk of collision. The models are simulated by a cellular automata simulator and compared with the real data. It is shown that the model based on driving regulations is not valid, but that other models appear useful for predicting the driver’s behaviour on freeway segments in Iran during noncongested conditions.
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Abd. Rahman, Noorhazlinda, Muhammad Salleh Abustan, Nadzifah Che Mat, Hitoshi Gotoh, and Eiji Harada. "A Microscopic Dynamics of Crowd Behavior for Crowd Evacuation Simulation in the Event of a Tsunami Disaster." Applied Mechanics and Materials 802 (October 2015): 77–82. http://dx.doi.org/10.4028/www.scientific.net/amm.802.77.

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This paper attempts to demonstrate the simulation of evacuation in the event of a tsunami disaster from the perspectives of microscopic dynamics of crowd behavior. In this contribution, microscopic modeling is performed by using DEM-based crowd behavior simulator, CBS-DE, in which each individual in a crowd is modeled distinctly. The simulator is capable to track the trajectory and rotation of each individual and therefore, suitable in reproducing the details of the evacuation process. In relation to the evacuation process, we have conducted a study at Langkawi International Airport, Malaysia (LIA). Current condition of evacuation process at LIA was reproduced microscopically under two conjectural scenarios. By using microscopic model, adverse scenarios at LIA were studied to highlight the evacuation behavior. The scenario where evacuees have to change their direction can be simulated significantly. In the present conducted simulations, a realistic scenario of an evacuation process evolving in the dynamics virtual 3D environment was produced. Time series of the accumulative number of persons completed the evacuation was presented graphically.
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Hourdakis, John, Panos G. Michalopoulos, and Jiji Kottommannil. "Practical Procedure for Calibrating Microscopic Traffic Simulation Models." Transportation Research Record: Journal of the Transportation Research Board 1852, no. 1 (January 2003): 130–39. http://dx.doi.org/10.3141/1852-17.

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Since the use of simulation is becoming widespread in traffic engineering practice, questions about the accuracy and reliability of its results need to be addressed convincingly. A major criticism related to this issue is proper calibration of the simulation parameters as well as validation, which is often not done or dealt with in an ad hoc fashion. A complete, systematic, and general calibration methodology is presented for obtaining the accuracy needed in high-performance situations. A technique for automating a significant part of the calibration process through an optimization process is also presented. The methodology is general and is implemented on a selected simulator to demonstrate its applicability. The results of the implementation in two freeway sections of reasonable size and complexity, in which detailed data were collected and compared with simulated results, demonstrate the effectiveness of the manual calibration methodology. For instance, through calibration the average volume correlation coefficient on 21 detecting stations improved from 0.78 to 0.96. Comparable results were obtained with the automated calibration procedure with significant time savings and reduced effort.
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Barceló, Jaime, and Jordi Casas. "Stochastic Heuristic Dynamic Assignment Based on AIMSUN Microscopic Traffic Simulator." Transportation Research Record: Journal of the Transportation Research Board 1964, no. 1 (January 2006): 70–80. http://dx.doi.org/10.1177/0361198106196400109.

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Mita, Naoki, Hideki Fujii, and Shinobu Yoshimura. "Parallelization of Path Planning for Large-scale Microscopic Traffic Simulator." Proceedings of The Computational Mechanics Conference 2014.27 (2014): 338–40. http://dx.doi.org/10.1299/jsmecmd.2014.27.338.

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FUJII, Hideki, Hideaki UCHIDA, and Shinobu YOSHIMURA. "Resilience Analysis of Urban Road Network Using Microscopic Traffic Simulator." Proceedings of Mechanical Engineering Congress, Japan 2016 (2016): J1220102. http://dx.doi.org/10.1299/jsmemecj.2016.j1220102.

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Olaverri-Monreal, Cristina, Javier Errea-Moreno, Alberto Díaz-Álvarez, Carlos Biurrun-Quel, Luis Serrano-Arriezu, and Markus Kuba. "Connection of the SUMO Microscopic Traffic Simulator and the Unity 3D Game Engine to Evaluate V2X Communication-Based Systems." Sensors 18, no. 12 (December 12, 2018): 4399. http://dx.doi.org/10.3390/s18124399.

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In-vehicle applications that are based on Vehicle-to-Everything (V2X) communication technologies need to be evaluated under lab-controlled conditions before performing field tests. The need for a tailored platform to perform specific research on the cooperative Advanced Driving Assistance System (ADAS) to assess the effect on driver behavior and driving performance motivated the development of a driver-centric traffic simulator that is built over a 3D graphics engine. The engine creates a driving situation as it communicates with a traffic simulator as a means to simulate real-life traffic scenarios. The TraCI as a Service (TraaS) library was implemented to perform the interaction between the driver-controlled vehicle and the Simulation of Urban MObility (SUMO). An extension of a previous version, this work improves simulation performance and realism by reducing computational demand and integrating a tailored scenario with the ADAS to be tested. The usability of the implemented simulation platform was evaluated by means of an experiment related to the efficiency of a Traffic Light Assistant (TLA), showing the analysis of the answer that 80% of the participants were satisfied with the simulator and the TLA system implemented.
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Ruiz-Rosero, Juan, Gustavo Ramirez-Gonzalez, and Rahul Khanna. "Masivo: Parallel Simulation Model Based on OpenCL for Massive Public Transportation Systems’ Routes." Electronics 8, no. 12 (December 8, 2019): 1501. http://dx.doi.org/10.3390/electronics8121501.

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There is a large number of tools for the simulation of traffic and routes in public transport systems. These use different simulation models (macroscopic, microscopic, and mesoscopic). Unfortunately, these simulation tools are limited when simulating a complete public transport system, which includes all its buses and routes (up to 270 for the London Underground). The processing times for these type of simulations increase in an unmanageable way since all the relevant variables that are required to simulate consistently and reliably the system behavior must be included. In this paper, we present a new simulation model for public transport routes’ simulation called Masivo. It runs the public transport stops’ operations in OpenCL work items concurrently, using a multi-core high performance platform. The performance results of Masivo show a speed-up factor of 10.2 compared with the simulator model running with one compute unit and a speed-up factor of 278 times faster than the validation simulator. The real-time factor achieved was 3050 times faster than the 10 h simulated duration, for a public transport system of 300 stops, 2400 buses, and 456,997 passengers.
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Kaths, Heather, Andreas Keler, and Klaus Bogenberger. "Calibrating the Wiedemann 99 Car-Following Model for Bicycle Traffic." Sustainability 13, no. 6 (March 22, 2021): 3487. http://dx.doi.org/10.3390/su13063487.

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Car-following models are used in microscopic simulation tools to calculate the longitudinal acceleration of a vehicle based on the speed and position of a leading vehicle in the same lane. Bicycle traffic is usually included in microscopic traffic simulations by adjusting and calibrating behavior models developed for motor vehicle traffic. However, very little work has been carried out to examine the following behavior of bicyclists, calibrate following models to fit this observed behavior, and determine the validity of these calibrated models. In this paper, microscopic trajectory data collected in a bicycle simulator study are used to estimate the following parameters of the psycho-physical Wiedemann 99 car-following model implemented in PTV Vissim. The Wiedemann 99 model is selected due to the larger number of assessable parameters and the greater possibility to calibrate the model to fit observed behavior. The calibrated model is validated using the indicator average queue dissipation time at a traffic light on the facilities ranging in width between 1.5 m to 2.5 m. Results show that the parameter set derived from the microscopic trajectory data creates more realistic simulated bicycle traffic than a suggested parameter set. However, it was not possible to achieve the large variation in average queue dissipation times that was observed in the field with either of the tested parameter sets.
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YIKAI, Kunio, and Nakaji HONDA. "A Microscopic Simulator for Traffic Jam Prediction based on FUZZY Models." Journal of Japan Society for Fuzzy Theory and Systems 11, no. 2 (1999): 215–21. http://dx.doi.org/10.3156/jfuzzy.11.2_31.

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15

Yang, QI, and Haris N. Koutsopoulos. "A Microscopic Traffic Simulator for evaluation of dynamic traffic management systems." Transportation Research Part C: Emerging Technologies 4, no. 3 (June 1996): 113–29. http://dx.doi.org/10.1016/s0968-090x(96)00006-x.

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Nakai, Mariko, Kenichiro Nakazawa, and Yasuhiro Shiomi. "Representation of Sag Bottleneck Phenomena with a Commercial Microscopic Traffic Simulator." Transportation Research Procedia 34 (2018): 99–106. http://dx.doi.org/10.1016/j.trpro.2018.11.019.

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Cusati, Pierpaolo, Sandro Sulfaro, Tiziana Salviato, and Giovanni Falconieri. "Epithelioid melanoma of the rectum: reappraisal of a deceptive microscopic simulator." Annals of Diagnostic Pathology 15, no. 1 (February 2011): 52–57. http://dx.doi.org/10.1016/j.anndiagpath.2009.12.004.

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Al-Nabhan, Najla, Maha AlDuhaim, Sarah AlHussan, Haifa Abdullah, Mnira AlHaid, and Rawan AlDuhaishi. "KSUTraffic: A Microscopic Traffic Simulator for Traffic Planning in Smart Cities." Computers, Materials & Continua 68, no. 2 (2021): 1831–45. http://dx.doi.org/10.32604/cmc.2021.012231.

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ALOTAIBI, HAMMAD, BARRY COX, and A. J. ROBERTS. "COUPLE MICROSCALE PERIODIC PATCHES TO SIMULATE MACROSCALE EMERGENT DYNAMICS." ANZIAM Journal 59, no. 3 (January 2018): 313–34. http://dx.doi.org/10.1017/s1446181117000396.

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Macroscale “continuum” level predictions are made by a new way to construct computationally efficient “wrappers” around fine-scale, microscopic, detailed descriptions of dynamical systems, such as molecular dynamics. It is often significantly easier to code a microscale simulator with periodicity: so the challenge addressed here is to develop a scheme that uses only a given periodic microscale simulator; specifically, one for atomistic dynamics. Numerical simulations show that applying a suitable proportional controller within “action regions” of a patch of atomistic simulation effectively predicts the macroscale transport of heat. Theoretical analysis establishes that such an approach will generally be effective and efficient, and also determines good values for the strength of the proportional controller. This work has the potential to empower systematic analysis and understanding at a macroscopic system level when only a given microscale simulator is available.
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Yang, Qi, Haris N. Koutsopoulos, and Moshe E. Ben-Akiva. "Simulation Laboratory for Evaluating Dynamic Traffic Management Systems." Transportation Research Record: Journal of the Transportation Research Board 1710, no. 1 (January 2000): 122–30. http://dx.doi.org/10.3141/1710-14.

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Advanced traffic management systems (ATMS) and advanced traveler information systems (ATIS) are promising technologies for achieving efficiency in the operation of transportation systems. A simulation-based laboratory environment, MITSIMLab, is presented that is designed for testing and evaluation of dynamic traffic management systems. The core of MITSIMLab is a microscopic traffic simulator (MITSIM) and a traffic management simulator (TMS). MITSIM represents traffic flows in the network, and the TMS represents the traffic management system under evaluation. An important feature of MITSIMLab is its ability to model ATMS or ATIS that generate traffic controls and route guidance based on predicted traffic conditions. A graphical user interface allows visualization of the simulation, including animation of vehicle movements. An ATIS case study with a realistic network is also presented to demonstrate the functionality of MITSIMLab.
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Sisodia, Raghawendra Pratap Singh, Marcell Gáspár, Béla Fodor, and László Draskóczi. "Simulation and Experimental Based Analysis of the Laser Beam Welding of DP Steels." Advanced Materials Research 1157 (February 2020): 73–82. http://dx.doi.org/10.4028/www.scientific.net/amr.1157.73.

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In this paper, heat affected zone characteristics of DP1000 steels was investigated during diode laser beam welding (LBW). A butt-welded joint of specimen in dimension of 300 x 150 mm each (according to EN15614-11:2002) with 1 mm thickness is used for the experimental purpose. The welding thermal cycle and the cooling circumstances in the HAZ was determined by real experiment and the physical simulation. A Gleeble 3500 thermo-physical simulator was used to physically simulate the coarse grain heat affected zone (CGHAZ) on the base material specimens by the utilization of the thermal cycles for t8/5 =2.5 s. The results of the physical simulation were validated by real welding experiments. The properties of the simulated and the real HAZ was examined by optical microscopic, scanning electron microscope and hardness tests.
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Ma, Xiaoyi, Xiaowei Hu, Stephan Schweig, Jenitta Pragalathan, and Dieter Schramm. "A Vehicle Guidance Model with a Close-to-Reality Driver Model and Different Levels of Vehicle Automation." Applied Sciences 11, no. 1 (January 2, 2021): 380. http://dx.doi.org/10.3390/app11010380.

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This paper presents a microscopic vehicle guidance model which adapts to different levels of vehicle automation. Independent of the vehicle, the driver model built is different from the common microscopic simulation models that regard the driver and the vehicle as a unit. The term “Vehicle Guidance Model” covers, here, both the human driver as well as a combination of human driver and driver assistance system up to fully autonomously operated vehicles without a (human) driver. Therefore, the vehicle guidance model can be combined with different kinds of vehicle models. As a result, the combination of different types of driver (human/machine) and different types of vehicle (internal combustion engine/electric) can be simulated. Mainly two parts constitute the vehicle guidance model in this paper: the first part is a traditional microscopic car-following model adjusted according to different degrees of automation level. The adjusted model represents the automation level for the present and the near and the more distant future. The second part is a fuzzy control model that describes how humans adjust the pedal position when they want to reach a target speed with their vehicle. An experiment with 34 subjects was carried out with a driving simulator based on the experimental data and the fuzzy control strategy was determined. Finally, when comparing the simulated model data and actual driving data, it is found that the fuzzy model for the human driver can reproduce the behavior of human participants almost accurately.
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MU, Rui, and Toshiyuki YAMAMOTO. "Analysis of Micro-cars' Influence on Traffic Network Using a Microscopic Simulator." Journal of Transportation Systems Engineering and Information Technology 13, no. 6 (December 2013): 44–51. http://dx.doi.org/10.1016/s1570-6672(13)60127-0.

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Yu, Jia, Zishan Fu, and Mohamed Sarwat. "Dissecting GeoSparkSim: a scalable microscopic road network traffic simulator in Apache Spark." Distributed and Parallel Databases 38, no. 4 (July 7, 2020): 963–94. http://dx.doi.org/10.1007/s10619-020-07306-x.

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Kim, Daejin, Joonho Ko, Xiaodan Xu, Haobing Liu, Michael O. Rodgers, and Randall Guensler. "Evaluating the Environmental Benefits of Median Bus Lanes: Microscopic Simulation Approach." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 4 (March 21, 2019): 663–73. http://dx.doi.org/10.1177/0361198119836982.

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Median bus lanes are an important element of bus rapid transit (BRT) systems, and can improve traffic operations by separating bus traffic from the traffic in general-purpose lanes. Thus, the operation of BRT systems with dedicated bus lanes is expected to reduce energy consumption and produce positive environmental impacts to a substantial degree. This study attempts to quantify the impacts for a corridor in Seoul, South Korea where frequent bus services are provided, using an integrated simulation tool composed of a microscopic traffic model and a vehicle emissions simulator. This approach has rarely been applied for evaluating the environmental benefits of BRT systems. Given a high volume of bus traffic, the simulation results reveal that corridor energy consumption can be reduced by 18.5% and emissions can be reduced by 19.3–31.4%, depending on the pollutant (CO, CO2, PM10, PM2.5, NOx). Vehicles in general-purpose lanes contribute 99.0% of the emissions reductions, with the remaining 1.0% contributed by transit buses. Considering that vehicles in general-purpose lanes represent 94% of corridor traffic, and provide 99.0% of the emission reduction contribution, the simulations suggest that median bus lanes benefit not only the bus operations, but also significantly improve the traffic flow in the general-purpose lanes, contributing to the overall corridor emissions reductions.
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Jiménez-Sánchez, Juan, Álvaro Martínez-Rubio, Anton Popov, Julián Pérez-Beteta, Youness Azimzade, David Molina-García, Juan Belmonte-Beitia, Gabriel F. Calvo, and Víctor M. Pérez-García. "A mesoscopic simulator to uncover heterogeneity and evolutionary dynamics in tumors." PLOS Computational Biology 17, no. 2 (February 10, 2021): e1008266. http://dx.doi.org/10.1371/journal.pcbi.1008266.

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Increasingly complex in silico modeling approaches offer a way to simultaneously access cancerous processes at different spatio-temporal scales. High-level models, such as those based on partial differential equations, are computationally affordable and allow large tumor sizes and long temporal windows to be studied, but miss the discrete nature of many key underlying cellular processes. Individual-based approaches provide a much more detailed description of tumors, but have difficulties when trying to handle full-sized real cancers. Thus, there exists a trade-off between the integration of macroscopic and microscopic information, now widely available, and the ability to attain clinical tumor sizes. In this paper we put forward a stochastic mesoscopic simulation framework that incorporates key cellular processes during tumor progression while keeping computational costs to a minimum. Our framework captures a physical scale that allows both the incorporation of microscopic information, tracking the spatio-temporal emergence of tumor heterogeneity and the underlying evolutionary dynamics, and the reconstruction of clinically sized tumors from high-resolution medical imaging data, with the additional benefit of low computational cost. We illustrate the functionality of our modeling approach for the case of glioblastoma, a paradigm of tumor heterogeneity that remains extremely challenging in the clinical setting.
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GIONA, MASSIMILIANO, and ALESSANDRA ADROVER. "PREDICTION OF TRANSPORT PARAMETERS IN DISORDERED STRUCTURES: TOWARDS AN INTEGRATED LATTICE SIMULATOR." Fractals 02, no. 02 (June 1994): 287–90. http://dx.doi.org/10.1142/s0218348x9400034x.

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The prediction of transport parameters in disordered structures in the presence of velocity fields and potential energy barriers has deep implications in diffusional and adsorption controlled processes. Starting from the Langevin formulation of transport at microscopic scales and from the Lattice-Boltzmann equation in porous media, we discuss the possibility of developing efficient lattice simulators for transport phenomena in macroporous/microporous structures
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Palazzolo, Laura, Anna Kozlova, John J. Laudi, and Allison E. Rizzuti. "Predictors of Manual Dexterity in Simulation-Based Cataract Surgery." Journal of Academic Ophthalmology 12, no. 02 (July 2020): e239-e243. http://dx.doi.org/10.1055/s-0040-1718570.

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Abstract Introduction The aim of this study is to determine if prior experience with fine motor hobbies influences a surgeon-in-training's performance on a cataract surgical simulator. Materials and Methods Medical students (n = 70) performed navigation, forceps, and capsulorhexis simulations using the Eyesi Ophthalmosurgical Simulator. Participants were surveyed regarding fine motor hobby experiences, including musical instruments, video games, sewing, knitting, origami, painting, crafting, jewelry making, drawing, and extracurricular dissection. Results Medical students with extracurricular dissection experience, including work in research laboratories involving microscopic animal dissection, did significantly better on the forceps simulator task (p = 0.009). Medical students with drawing experience performed better on capsulorhexis (p = 0.031). No other fine motor hobbies were significant for improving simulator scores. Conclusion Drawing and extracurricular dissection lend to improved technical ability on the cataract surgical simulator. This research continues the conversation regarding fine motor hobbies that correlate with microsurgical ability and adds to the growing area of research regarding the selection and training of ophthalmology residents.
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Keler, Andreas, Patrick Malcolm, Georgios Grigoropoulos, Seyed Abdollah Hosseini, Heather Kaths, Fritz Busch, and Klaus Bogenberger. "Data-Driven Scenario Specification for AV–VRU Interactions at Urban Roundabouts." Sustainability 13, no. 15 (July 24, 2021): 8281. http://dx.doi.org/10.3390/su13158281.

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Detailed specifications of urban traffic from different perspectives and scales are crucial for understanding and predicting traffic situations from the view of an autonomous vehicle (AV). We suggest a data-driven specification scheme for maneuvers at different design elements of the built infrastructure and focus on urban roundabouts in Germany. Based on real observations, we define classes of maneuvers, interactions and driving strategies for cyclists, pedestrians and motorized vehicles and define a matrix for merging different maneuvers, resulting in more complex interactions. The sequences of these interactions, which partially consist of explicit communications, are extracted from real observations and adapted into microscopic traffic flow simulations. The simulated maneuver sequences are then visualized in 3D environments and experienced by bicycle simulator test subjects. Using trajectory segments (in fictional space) from two conducted simulator studies, we relate the recorded movement patterns of test subjects with observed cyclists in reality.
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Xin, Wuping, Hasan M. Moonam, Jonathan Petit, and William Whyte. "Towards a Balance between Privacy and Safety: Microsimulation Framework for Assessing Silence-Based Pseudonym-Change Schemes." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (February 2019): 71–84. http://dx.doi.org/10.1177/0361198119825833.

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High-frequency awareness messages, such as basic safety messages, in a network of connected vehicles render a continuous stream of location data susceptible to tracking attacks. As a countermeasure, each vehicle transmits the messages under a regularly changing pseudonym. The pseudonym-change approach is most effective when multiple vehicles change their respective pseudonyms during a collective period of radio silence; this helps obfuscate locations. However, it may compromise safety owing to the missing messages, when silent, defeating the primary goal of connected vehicles enhancing road safety. It is essential to fully understand the safety impact of silence-based privacy schemes to achieve a reasonable balance between safety and privacy. To that end, a microscopic traffic simulation framework was developed, built on an industry-standard microscopic simulator of roadway traffic. Importantly, a unique field-tested collision-inclusive driver behavioral model was incorporated into the simulator for generating rigorous network-wide crash measures. A new Adaptive Silent Period Strategy was formulated synthesizing several silence-based location privacy schemes. This strategy permits entry and exit of the silent period adaptively based on the driving context or preconfigured rules. A network-wide privacy measure was designed around traffic flow conditions and roadway topologies. Two test sites were selected: a central business district arterial in Manhattan, New York City, and an urban grid network in Arcadia, California. The results present the network-wide safety impacts and privacy protection effectiveness of the Adaptive Silent Period Strategy, while demonstrating the value of the simulation framework in the design, optimization, and evaluation of silence-based location privacy schemes.
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Asamer, Johannes, Henk J. van Zuylen, and Bernhard Heilmann. "Calibrating car-following parameters for snowy road conditions in the microscopic traffic simulator VISSIM." IET Intelligent Transport Systems 7, no. 1 (March 1, 2013): 114–21. http://dx.doi.org/10.1049/iet-its.2011.0193.

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Kavas-Torris, Ozgenur, Nathan Lackey, and Levent Guvenc. "Simulating the Effect of Autonomous Vehicles on Roadway Mobility in a Microscopic Traffic Simulator." International Journal of Automotive Technology 22, no. 3 (May 31, 2021): 713–33. http://dx.doi.org/10.1007/s12239-021-0066-7.

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Chen, Chen, Xiaohua Zhao, Hao Liu, Guichao Ren, Yunlong Zhang, and Xiaoming Liu. "Assessing the Influence of Adverse Weather on Traffic Flow Characteristics Using a Driving Simulator and VISSIM." Sustainability 11, no. 3 (February 5, 2019): 830. http://dx.doi.org/10.3390/su11030830.

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The occurrence of adverse weather exacerbates traffic flow conditions, often leading to severe traffic congestions. Many studies have been conducted based on field-collected data to obtain the effects of weather on traffic flow characteristics. However, there is a limitation for filed data-based studies, in that weather conditions and traffic conditions are both noncontrollable and nonrepeatable, making it difficult to comprehensively assess the influence of weather conditions, especially the rare extreme weather conditions, on traffic flow characteristics. This paper proposes to assess these effects with the combination of driving simulator and traffic simulation. A driving simulator can collect driving behavior by conducting weather-related driving simulation experiments, while a microscopic traffic simulation program can evaluate the changes in traffic flow characteristics by inputting driving behavior parameters coming from the driving simulator. The proposed method can overcome the limitation of the field data-based approach. In this paper, the structure of the assessment platform is introduced at first. Then a verification experiment is conducted to measure the influences of adverse weather conditions on traffic flow characteristics. The verification experiment results show that the influences of adverse weather on traffic flow characteristics have consistent tendencies with outcomes from previous research and demonstrate that the method is practicable for the analysis of the influence of weather on traffic flow characteristics. This paper provides a practical way to analyze the influence of weather on traffic flow from driving behavior’s point of view.
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Al-Shihabi, Talal, and Ronald R. Mourant. "Toward More Realistic Driving Behavior Models for Autonomous Vehicles in Driving Simulators." Transportation Research Record: Journal of the Transportation Research Board 1843, no. 1 (January 2003): 41–49. http://dx.doi.org/10.3141/1843-06.

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Autonomous vehicles are perhaps the most encountered element in a driving simulator. Their effect on the realism of the simulator is critical. For autonomous vehicles to contribute positively to the realism of the hosting driving simulator, they need to have a realistic appearance and, possibly more importantly, realistic behavior. Addressed is the problem of modeling realistic and humanlike behaviors on simulated highway systems by developing an abstract framework that captures the details of human driving at the microscopic level. This framework consists of four units that together define and specify the elements needed for a concrete humanlike driving model to be implemented within a driving simulator. These units are the perception unit, the emotions unit, the decision-making unit, and the decision-implementation unit. Realistic models of humanlike driving behavior can be built by implementing the specifications set by the driving framework. Four humanlike driving models have been implemented on the basis of the driving framework: ( a) a generic normal driving model, ( b) an aggressive driving model, ( c) an alcoholic driving model, and ( d) an elderly driving model. These driving models provide experiment designers with a powerful tool for generating complex traffic scenarios in their experiments. These behavioral models were incorporated along with three-dimensional visual models and vehicle dynamics models into one entity, which is the autonomous vehicle. Subjects perceived the autonomous vehicles with the described behavioral models as having a positive effect on the realism of the driving simulator. The erratic driving models were identified correctly by the subjects in most cases.
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Paz, Alexander, Naveen Veeramisti, Romesh Khaddar, Hanns de la Fuente-Mella, and Luiza Modorcea. "Traffic and Driving Simulator Based on Architecture of Interactive Motion." Scientific World Journal 2015 (2015): 1–9. http://dx.doi.org/10.1155/2015/340576.

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This study proposes an architecture for an interactive motion-based traffic simulation environment. In order to enhance modeling realism involving actual human beings, the proposed architecture integrates multiple types of simulation, including: (i) motion-based driving simulation, (ii) pedestrian simulation, (iii) motorcycling and bicycling simulation, and (iv) traffic flow simulation. The architecture has been designed to enable the simulation of the entire network; as a result, the actual driver, pedestrian, and bike rider can navigate anywhere in the system. In addition, the background traffic interacts with the actual human beings. This is accomplished by using a hybrid mesomicroscopic traffic flow simulation modeling approach. The mesoscopic traffic flow simulation model loads the results of a user equilibrium traffic assignment solution and propagates the corresponding traffic through the entire system. The microscopic traffic flow simulation model provides background traffic around the vicinities where actual human beings are navigating the system. The two traffic flow simulation models interact continuously to update system conditions based on the interactions between actual humans and the fully simulated entities. Implementation efforts are currently in progress and some preliminary tests of individual components have been conducted. The implementation of the proposed architecture faces significant challenges ranging from multiplatform and multilanguage integration to multievent communication and coordination.
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SPILIOTIS, KONSTANTINOS G., and CONSTANTINOS I. SIETTOS. "MULTISCALE COMPUTATIONS ON NEURAL NETWORKS: FROM THE INDIVIDUAL NEURON INTERACTIONS TO THE MACROSCOPIC-LEVEL ANALYSIS." International Journal of Bifurcation and Chaos 20, no. 01 (January 2010): 121–34. http://dx.doi.org/10.1142/s0218127410025442.

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We show how the Equation-Free approach for multiscale computations can be exploited to systematically study the dynamics of neural interactions on a random regular connected graph under a pairwise representation perspective. Using an individual-based microscopic simulator as a black box coarse-grained timestepper and with the aid of Simulated Annealing we compute the coarse-grained equilibrium bifurcation diagram and analyze the stability of the stationary states, sidestepping the necessity of obtaining explicit closures at the macroscopic level. We also exploit the scheme to perform a rare-events analysis by estimating an effective Fokker–Planck equation describing the evolving probability density function of the corresponding coarse-grained observables.
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Toledo, Tomer, Charisma F. Choudhury, and Moshe E. Ben-Akiva. "Lane-Changing Model with Explicit Target Lane Choice." Transportation Research Record: Journal of the Transportation Research Board 1934, no. 1 (January 2005): 157–65. http://dx.doi.org/10.1177/0361198105193400117.

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The lane-changing model is an important component of microscopic traffic simulation tools. With the increasing popularity of these tools, a number of lane-changing models have been proposed and implemented in various simulators in recent years. Most of these models are based on the assumption that drivers evaluate the current and adjacent lanes and choose a direction of change (or no change) on the basis of the utilities of these lanes only. The lane choice set is therefore dictated by the current position of the vehicle and in multilane facilities would be restricted to a subset of the available lanes. Thus, existing models lack an explicit tactical choice of a target lane and therefore cannot explain a sequence of lane changes from the current lane to this lane. In this paper, a generalized lane-changing model that explicitly incorporates the choice of target lane is presented. The target lane is the lane that the driver perceives to be the best when a wide range of factors and goals are taken into account. The immediate direction in which a driver changes lanes is determined by the target lane choice. All parameters of the model were jointly estimated with detailed vehicle trajectory data. The model was validated and compared with an existing lane-changing model with the use of a microscopic traffic simulator. The results indicate that the proposed model performs significantly better than the previous model.
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Ding, Yuqing, Steven I.-Jy Chien, and Noreen A. Zayas. "Simulating Bus Operations with Enhanced Corridor Simulator: Case Study of New Jersey Transit Bus Route 39." Transportation Research Record: Journal of the Transportation Research Board 1731, no. 1 (January 2000): 104–11. http://dx.doi.org/10.3141/1731-13.

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The corridor simulator (CORSIM)-based microscopic program, which can simulate realistic bus operations, has been enhanced with some newly developed features; these are validated. Transit operations-related data for New Jersey Transit Bus Route 39 were collected to assess the reliability of the enhanced CORSIM program. On the basis of the mean average percentage error and the root mean square error, this study demonstrated that simulation output can represent realistic bus operations, such as the disruptions of transit headways caused by ridership fluctuations at bus stops and delays at intersections. The proposed program provides a potential basis for evaluating advanced transit management and control strategies and real-time transit traveler information systems in the advent of advanced public transportation systems.
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Ikeda, Junji, Giuseppe Pezzotti, Mikio Iwamoto, and Masaru Ueno. "Kinetics of the Phase Transformation of Non-HIPed Zirconia Femoral Heads." Key Engineering Materials 330-332 (February 2007): 1203–6. http://dx.doi.org/10.4028/www.scientific.net/kem.330-332.1203.

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The kinetics of tetragonal-to-monoclinic phase transformation (t→m transformation) in the earlier generation zirconia femoral heads was evaluated by X-ray diffractometry, laser microscopy and Raman microprobe spectroscopy. From previous results of hip-simulator study, it was confirmed that phase transformation on the surface of zirconia femoral heads had little influence on wear rate of UHMWPE sockets, and in some zirconia femoral heads, only a slight increase in monoclinic fraction was observed during hip-simulator test. In this study, we suggest that the models of phase transformation progress during tests in hip-simulator and aging tests are different based on both laser microscopic and Raman/fluorescence spectroscopic observation. Besides this finding, this study shows that Raman spectroscopy is a useful technique for the evaluation of the kinetics of phase transformation in femoral heads after both in vitro and in vivo environmental exposure.
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TATEMOTO, Shinji, and Nakaji HONDA. "An Introduction of Route Choice Model into Microscopic Road Traffic Simulator MITRAM and Its Verification." Journal of Japan Society for Fuzzy Theory and Intelligent Informatics 18, no. 4 (2006): 586–97. http://dx.doi.org/10.3156/jsoft.18.586.

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Gimpaya, N., R. Khan, Z. R. Gallinger, M. A. Scaffidi, A. K. Al Abdulqader, M. Ahmed, R. Gholami, et al. "A77 A REUSABLE POLYCARBONATE BOX TO DECREASE DROPLET CONTAMINATION DURING UPPER ENDOSCOPY: A SIMULATION-BASED STUDY FOR THE COVID-19 PANDEMIC." Journal of the Canadian Association of Gastroenterology 4, Supplement_1 (March 1, 2021): 43–45. http://dx.doi.org/10.1093/jcag/gwab002.075.

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Abstract Background Upper gastrointestinal (GI) endoscopic procedures are aerosol-generating, increasing the risk of healthcare workers (HCW) contracting Coronavirus disease 2019 (COVID-19). Aims To present a polycarbonate box (EndoBox) designed for use in upper GI endoscopy and evaluate its impact on the contamination of endoscopy staff during simulated procedures. Methods Simulated gastroscopies were performed using an upper body simulator placed in left lateral decubitus (LLD) and supine positions. The endoscopist and assistant wore personal protective equipment. Droplet exposure was measured using fluorescent abiotic surrogate particles. Two blinded observers independently viewed images from each scenario to qualitatively evaluate contamination levels. The primary outcome was the level of HCW contamination by droplets generated from a simulated cough with and without the EndoBox on the upper body simulator. The endoscopist’s ergonomic behaviour was also assessed using the Rapid Upper Limb Assessment (RULA) tool. Results Without the EndoBox, there was a higher level of contamination on the endoscopist when the upper body simulator is in the LLD position. A higher level of contamination was observed on the assistant when the simulator is in supine position. With the EndoBox, the contamination levels on the endoscopy staff were lower in both LLD and supine scenarios. The endoscopist’s ergonomics were rated 2 to 3 on the RULA tool when using the EndoBox. Conclusions The EndoBox reduces macroscopic droplet contamination during simulated gastroscopy. The endoscopist’s risk of musculoskeletal injury remained in the low risk categories as assessed by the RULA tool. Another advantage of the EndoBox design is the arch extending from the bottom that allows for removal of the box without withdrawing the endoscope. This enables rapid access to the patient’s airway if they experience respiratory distress. This study was limited by an inability to assess microscopic contamination and contamination at the level of the port or buttons when suction is applied. Within these limitations, the EndoBox may be a useful adjunct to traditional personal protective equipment. Funding Agencies SMHA AFP COVID-Related Innovation Funds
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42

Papadimitriou, Stavros, and Charisma F. Choudhury. "Transferability of Car-Following Models Between Driving Simulator and Field Traffic." Transportation Research Record: Journal of the Transportation Research Board 2623, no. 1 (January 2017): 60–72. http://dx.doi.org/10.3141/2623-07.

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During the past few decades, there have been two parallel streams of driving behavior research: models using trajectory data collected from the field (using video recordings, GPS, etc.) and models using data from driving simulators (in which the behavior of the drivers is recorded in controlled laboratory conditions). Although the former source of data is more realistic, it lacks information about the driver and is typically not suitable for testing effects of future vehicle technologies and traffic scenarios. In contrast, driving behavior models developed with driving simulator data may lack behavioral realism. However, no previous study has compared these two streams of mathematical models and investigated the transferability of the models developed with driving simulator data to real field conditions in a rigorous manner. The current study aimed to fill this research gap by investigating the transferability of two car-following models between a driving simulator and two comparable real-life traffic motorway scenarios, one from the United Kingdom and the other one from the United States. In this regard, stimulus–response–based car-following models were developed with three microscopic data sources: ( a) experimental data collected from the University of Leeds driving simulator, ( b) detailed trajectory data collected from UK Motorway 1, and ( c) detailed trajectory data collected from Interstate 80 in California. The parameters of these car-following models were estimated by using the maximum likelihood estimation technique, and the transferability of the models was investigated by using statistical tests of parameter equivalence and transferability test statistics. Estimation results indicate transferability at the model level but not fully at the parameter level for both pairs of scenarios.
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ISHIGAMI, Genya, Kenji TSUCHIYA, Hirotaka SUZUKI, Kota KATSUSHIMA, and Shingo OZAKI. "High-fidelity Simulator of Construction Robot using Macro-Microscopic Interaction Mechanics of Machines in Rough Terrain." Proceedings of JSME annual Conference on Robotics and Mechatronics (Robomec) 2019 (2019): 2P1—D08. http://dx.doi.org/10.1299/jsmermd.2019.2p1-d08.

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44

Kwon, Eil, and Yorgos J. Stephanedes. "Development of an Adaptive Control Strategy in a Live Intersection Laboratory." Transportation Research Record: Journal of the Transportation Research Board 1634, no. 1 (January 1998): 123–29. http://dx.doi.org/10.3141/1634-16.

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The current status of the Minnesota intersection laboratory and a new adaptive control strategy developed using the laboratory environment are presented in this paper. The laboratory is equipped with a machine-vision detection system with 6 cameras that are collecting detailed traffic data from a total of 110 virtual detectors. The new control method is based on the link-congestion index that quantifies the link-wide level of congestion, using the point measurements from traffic sensors (e.g., machine-vision detectors or conventional loops). Further, using the data collected from the laboratory, a new microscopic simulator was also developed to meet the specific needs for the laboratory environment. The current version of the simulator adopts a modified cellular automata approach with the simplified car-following model, which was developed and tested in this work. The evaluation results with the simulator indicated significant performance improvements of the new strategy over the pretimed and the current actuated-control strategies being operated in Minneapolis. Currently the control method is being refined for field evaluation at the intersection laboratory.
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Diakaki, Christina, Vaya Dinopoulou, Kostas Aboudolas, Markos Papageorgiou, Elia Ben-Shabat, Eran Seider, and Amit Leibov. "Extensions and New Applications of the Traffic-Responsive Urban Control Strategy: Coordinated Signal Control for Urban Networks." Transportation Research Record: Journal of the Transportation Research Board 1856, no. 1 (January 2003): 202–11. http://dx.doi.org/10.3141/1856-22.

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The objectives, approach, advantages, and some application results of recent extensions of the traffic-responsive urban control (TUC) strategy are presented. Based on well-known methods of the automatic control theory, TUC allows for traffic-responsive coordinated signal control of large-scale urban networks that is particularly efficient under saturated traffic conditions. The first version of the TUC strategy controlled only the green splits. After initial development and the first field implementations and evaluations, TUC was expanded to perform real-time cycle and offset control, and to allow for public transport priority. Simulation investigations of the extended TUC application in parts of the urban networks of Tel Aviv and Jerusalem, Israel, by use of the AIMSUN microscopic simulator demonstrate the high efficiency of the new signal control strategy.
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Ivanjko, Edouard, Daniela Koltovska Nečoska, Martin Gregurić, Miroslav Vujić, Goran Jurković, and Sadko Mandžuka. "Ramp Metering Control Based on the Q-Learning Algorithm." Cybernetics and Information Technologies 15, no. 5 (April 1, 2015): 88–97. http://dx.doi.org/10.1515/cait-2015-0019.

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Abstract Modern urban highways are under the influence of increased traffic demand and cannot fulfill the desired level of service anymore. In most of the cases there is no space available for any infrastructure building. Solutions from the domain of intelligent transport systems are used, such as ramp metering. To cope with the significant daily changes of the traffic demand, various approaches with autonomic properties like self-learning are applied for ramp metering. One of these approaches is reinforced learning. In this paper the Q-Learning algorithm is applied to learn the local ramp metering control law in a simulation environment, implemented in a VISSIM microscopic simulator. The approach proposed is tested in simulations with emphasis on the mainstream speed and travel time, using a typical on-ramp configuration.
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Cai, Qing, Moatz Saad, Mohamed Abdel-Aty, Jinghui Yuan, and Jaeyoung Lee. "Safety Impact of Weaving Distance on Freeway Facilities with Managed Lanes using Both Microscopic Traffic and Driving Simulations." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 39 (June 27, 2018): 130–41. http://dx.doi.org/10.1177/0361198118780884.

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With the challenges of increasing traffic congestion, the concept of managed lanes (MLs) has been gaining popularity recently as a means to effectively improve traffic mobility. MLs are usually designed to be left-lane concurrent with an at-grade access/exit. Such a design forms weaving segments since it requires vehicles to change multiple general purpose lanes (GPLs) to enter or exit the ML. The weaving segments could have a negative impact on traffic safety in the GPLs. This study provides a comprehensive investigation of the safety impact of different lengths for each lane change maneuver on GPL weaving segments close to the ingress and egress of MLs through two simulation approaches: VISSIM microsimulation and driving simulator. The two simulation studies are developed based on traffic data collected from freeway I-95 in Miami, Florida. The results from the two simulation studies support each other. Based on the two simulation studies, it is recommended that 1,000 feet be used as the optimal length for per lane change at the GPLs weaving segments with MLs. The safety impact of traffic volume, variable speed limit control strategies, and drivers’ gender and age characteristics are also explored. This study can provide valuable insight for evaluating the traffic performance of freeway weaving segments with the presence of concurrent GPLs and MLs in a highway safety context. It also provides guidelines for future conversion of freeways to include MLs.
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Gámiz, F., J. B. Roldán, and J. A. López-Villanueva. "Monte Carlo Simulation of Non-Local Transport Effects in Strained Si on Relaxed Si1 – xGex Heterostructures." VLSI Design 8, no. 1-4 (January 1, 1998): 253–56. http://dx.doi.org/10.1155/1998/48528.

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Electron transport properties of strained-Si on relaxed Si1 – xGex channel MOSFETs have been studied using a Monte Carlo simulator. The steady- and non-steady-state high-longitudinal field transport regimes have been described in detail. Electronvelocity- overshoot effects are studied in deep-submicron strained-Si MOSFETs, where they show an improvement over the performance of their normal silicon counterparts. The impact of the Si layer strain on the performance enhancement are described in depth in terms of microscopic magnitudes.
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Hoogendoorn, Serge, and Raymond Hoogendoorn. "Calibration of microscopic traffic-flow models using multiple data sources." Philosophical Transactions of the Royal Society A: Mathematical, Physical and Engineering Sciences 368, no. 1928 (October 13, 2010): 4497–517. http://dx.doi.org/10.1098/rsta.2010.0189.

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Parameter identification of microscopic driving models is a difficult task. This is caused by the fact that parameters—such as reaction time, sensitivity to stimuli, etc.—are generally not directly observable from common traffic data, but also due to the lack of reliable statistical estimation techniques. This contribution puts forward a new approach to identifying parameters of car-following models. One of the main contributions of this article is that the proposed approach allows for joint estimation of parameters using different data sources, including prior information on parameter values (or the valid range of values). This is achieved by generalizing the maximum-likelihood estimation approach proposed by the authors in previous work. The approach allows for statistical analysis of the parameter estimates, including the standard error of the parameter estimates and the correlation of the estimates. Using the likelihood-ratio test, models of different complexity (defined by the number of model parameters) can be cross-compared. A nice property of this test is that it takes into account the number of parameters of a model as well as the performance. To illustrate the workings, the approach is applied to two car-following models using vehicle trajectories of a Dutch freeway collected from a helicopter, in combination with data collected with a driving simulator.
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Bonhomme, Alexandre, Philippe Mathieu, and Sébastien Picault. "A Versatile Multi-Agent Traffic Simulator Framework Based on Real Data." International Journal on Artificial Intelligence Tools 25, no. 01 (February 2016): 1660006. http://dx.doi.org/10.1142/s021821301660006x.

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Among real-system applications of AI, the field of traffic simulation makes use of a wide range of techniques and algorithms. Especially, microscopic models of road traffic have been expanding for several years. Indeed, Multi-Agent Systems provide the capability of modeling the very diversity of individual behaviors. Several professional tools provide comprehensive sets of ready-made, accurate behaviors for several kinds of vehicles. The price in such tools is the difficulty to modify the nature of programmed behaviors, and the specialization in a single purpose, e.g. either studying resulting ows, or providing an immersive virtual reality environment. Thus, we advocate for a more exible approach for the design of multi-purpose tools for decision support. Especially, the use of geographical open databases offers the opportunity to design agent-based traffic simulators which can be continuously informed of changes in traffic conditions. Our proposal also makes decision support systems able to integrate environmental and behavioral modifications in a linear fashion, and to compare various scenarios built from different hypotheses in terms of actors, behaviors, environment and ows. We also describe here the prototype tool that has been implemented according to our design principles.
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