Professional Documents
Culture Documents
Journal
Journal
Howard Civil Service International House, Taipei, Taiwan, April 9-11, 2015
MengChu Zhou
Dept. of Computer Sci. & Tech.
Tongji Univ., Shanghai, China &
ECE, NJIT, Newark, NJ, USA
zhou@njit.edu
WenJing Luan
Dept. of Computer Sci. & Tech.
Tongji University
Shanghai, P. R. China
wenjingmengjing@163.com
I. INTRODUCTION
w
s
b
c
III
185
An
Incident
DA
UR
Critical
Areas
RD
IV
IV
(a)
n
II
II
w
s
C1
C2
C8
C2
C7
C1
C8
C7
s_e
b
e
III
C3
n_w
C6
Critical
Areas
C3
C5
C4
Sensor A
IV
C6
C5
C 4
DA
UR
RD
(b)
II
Congestions
Sensor A
IV
An
Incident
2
6) M: P is a marking function, where pP, M(p) is the
number of tokens in p, and M0 denotes the initial marking;
7) : Td
Emergency
Operation
An accident is happening
Traffic signal
Traffic signal
Sensors
Normal
Operation
186
3
where R(M0)={M0-M7}, and for convenience, we denote M as
the state of the signal. Thus M0=(Rn, Re, Rs, Rw), M1=(GLn, GRn,
Re, GLs, GRs, Rw), M2=(GSn, Re, GSs, Rw), M3=(Yn, Re, Ys, Rw),
M4=(Rn, Re, Rs, Rw), M5=(Rn, GLe, GRe, Rs, GLw, GRw), M6=(Rn,
GSe, Rs, GSw), and M7=(Rn, Ye, Rs, Yw). Since this graph is a
finite circle containing all transitions, the DSPN model in Fig.
5 is live and reversible. Thus, the time necessary to complete a
circle from marking Mi, i 7 to the same one is 70 except that
the time needed for M0 to M0 for the first time is 73. Note that
the order of the traffic signal lights forms a cycle directing the
signal phases operating in a cycle abcda.
IV
IV
s
I
I
III
III
II
II
Phase b
Phase a
IV
IV
I
III
II
Phase c
III
II
Phase d
pw8
tw2
tw8
pw4
pw5
GRw
tw5
tw6
pw6
pw7
pn6 tn5
GLn
pn4
tn7
pn8
pn7 tn6
pn5
tn8
tn2
pn9
tn1
tw7
GLw
4) For insuring traffic safety, all traffic lights are all red
when the phase transition completed.
pw9
tn3
tn4
GRn
pn3
pn2
pn1
Rn
GSn
Yn
p7
p1
p2
tw1
pw3
Ye
tw3
Yw
pw1
Rw
p3
ts8
te3
te1
pe7
pe6
te6
te5
GRe
pe5
pe4
te8
te7
p5
GSs
Ys
ps3
ps9
pe2
pe3
GSe
p6
p4
tw4
pe1
te4
p8
GSe
pw2
Re
ts3
GRs
tn6 ps7
ps5
Rs
ps2
ps1
ts4
ts1
ts7
ps8
ps4
pe9
ts5 ps6
te2
GLe
pe8
GLs
Signification
R
Y
GS
GL
GR
For control
For control
Transition
tx1
tx7 and tx8
tx3
tx4
others
(tj4)
(tj3)
M7
M0
(ti1),(ti5,ti6)
Signification
Change R to GL and GR
Change GL and GR to GS
Change GS to Y
Change Y to R
Immediate transitions
M1
(tj7,tj8),(tj2)
M6
(ti7,ti8),(ti2)
M2
M5
(ti3)
M3
(tj1),(tj5,tj6)
(Sec.)
5
10
20
3
M4
(ti4)
Fig. 6. The reachability graph of the model in Fig. 5, where i{n, s} and j{e,
w}.
187
4
tcleared fires if the clearing process is finished. The duration of
incident clearance described by the enabling duration of a
deterministic transition tcleared is supposed to be deterministic.
Finally, we suppose that there is no overlap between
consecutive incidents, which is modeled via making place pacc
with one token only.
pC4_on
pacc
pacc
pwarn_on
pC4_on_off
pacc
pacc
Pwarn_on
(a)
pC3_on
tCi_off_on
tCi
pnum_i
tC7_on_off
pn3
pn2
pC7 tC7
pC7_off tC7_reset tC7_off_on
tw5
tw6
pw6
pw7
tw1
p7
p1
p2
pC7_on
te4
p8
pe2
pw3
pC7_off_on
te3
pe3
pw2
p6
p4
p3
p5
pC8_on_off
te1
pe7
pe6
te6
te5
pe5
pe4
te8
te7
pw1
ps3
ps2
ps9
ts8
ps5
tn6 ps7
ps8
ts7
ps4
ts5 ps6
ts3
ps1
ts4
tC6
tC8_on_off
pC8
tC8_reset t
pC8_off
tC8
C8_off_on
pC8_on
pC8_off_on
pe9
te2
pe8
pC5_off
pC6
pC6_on_off
pC5_off_on
tC5_reset
tC5_off_on tC5_on_off
pC5
tC5
pC5_on_off
pC5_on
Pwarn_off
pC7_on_off
(e)
pn1
pC6_on
pveh_6
(d)
tn2
pn9
pe1
pC6_off_on
ppass_i
pCi_on
pn8
tn8
tC6_reset
tC6_off_on tC6_on_off
tgen_w_6
tgen_6
tn7
pn5
pC6_off
pveh_i
tpass_i
pn4
pn7 tn6
ts1
Pwarn_off
Pwarn_on
tCi_on_off
pCi
pw5
tC3_off_on t
C3_reset pC3_off
tC3 pC3
pC3_on_off
pCi_off
tCi_reset
pw4
tn3
tn4
tC3_on_off
pcleared
(c)
(b)
tw8
pn6 tn5
tw3
tcleared
tcleared
tw7
pC2_off_on
tn1
tw4
pon_off
pon_off
tC2
tC2_on_off tC2_off_on
pC2
tC2_reset
pC2_off
pw9
pC3_off_on
poff_on
pwarn_off
pC4_off
tC4_off_on t
C4_reset
tC4 pC4
tC4_on_off
thappen
poff_on
tw2
pw8
phappen
thappen
tC1_on_off tC1_off_on
pC1
tC1_reset
pC4_off_on
pC2_on_off
pC1_off_on
pC1_off
pC2_on
pC1_on
tC1
pC1_on_off
Place
i
Signification
An incident is happening
Transition
thappen
pacc
An incident is detected
tcleared
Signification
An incident is sensed
happening
An incident is sensed cleared
pacc
No incident is detected
toff_on
pwarn_on
pwarn_off
pCi_off
pCi_on
pCi
pveh_i
pnum_i
tno_off
tCi_on_off
tCi_off_on
tCi
tCi_reset
tpass_i
tgen_6
ppass_i
tgen_w_6
188
5
TABLE III. MEANING OF PLACES.
n
e
Place
pcap
pnor
pemm
IV
s
I
III
DA
UR
II
Signification
The number of vehicles in DA
Traffic signals are in normal operations
Traffic signals are in emergency operations
Road RD
Phase b
Phase a
IV
I
III
Transition
Signification
temm
trec
II
Phase b
tnl
tnl
tsr
tsr
tws
tws
Phase c
IV
I
III
II
Phase d
Phase c
IV
I
III
II
Phase d
Phase a
LDA
V
Lh
2
LUR
V
t
2
v
(1)
(2)
(3)
(4)
2 LRD
V
2( Lh Lh )
h
a
(5)
trec
pacc
pnor
tC6_reset
pcap
temm
pemm
tC3_reset
Fig. 10. The control model of the traffic light emmergency strategy.
189
6
[3] B. M. Williams and A. Guin, Traffic Management Center Use of Incident
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Control of Manufacturing Systems. Kluwer, London, UK, 1993.
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Nets, IEEE Trans. on Intelligent Transportation Systems, vol. 5, no. 3,
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Traffic-Light Control Systems Based on Synchronized Timed Petri Nets,
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530-539, April 2014.
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tnl
tnl
pemm
pemm
tw2
pw8
pw9
tw7
tw8
pw4
pw5
tw5
tw6
pw6
pw7
pn6 tn5
pn4
tn7
pn8
pn7 tn6
pn5
tn8
tn2
pn9
tn1
tn3
tn4
pn1
pn3
pn2
pe1
tws
p2
te4
p8
pe2
pw3
tw1
tws
p7
p1
te3
tw3
te1
pe3
pw2
p6
p4
tw4
p3
p5
pe7
pe6
te6
te5
pe5
pe4
te8
te7
pw1
ps3
ps8
ps4
ts7
ps2
ts3
ts5 ps6
ps1
ts4
ts1
ps9
ts8
ts6
ps5
pe9
ps7
te2
pe8
pemm
tsr
tsr
C. Reachability Analysis
We obtain the reachability graph of the DSPN model in Fig.
11 as shown in Fig. 12. In the reachability graph, Mk=Mk,
k{0, 2-5, 7}, with the only difference that there exists a
token in Mk not in Mk; M1=(GRn, Re, GLs, Rw) with a token in
pn8 and ps9; and M6=(Rn, Rs, GSw) with a token in pw2. Since
this graph is a finite circle containing all transitions, the DSPN
model in Fig. 12 is live and reversible.
M7
(tj4)
(tj4)
temm
trec
M7
M0
trec
(ti1),(ti5,ti6)
temm
M1
M5
M4
(tj7,tj8),(tws,
(tj1),(tj5,tj6)
te2)
t
temm,tws
t
trec emm
trec emm
trec
(tj3)
(tj7,tj8),(tj2)
(tj1),(tj5,tj6)
M6
M5
M4
(tj3)
(ti7,ti8),(ti2)
temm,(tnl,tsr)
M6
M2
(ti3)
temm
trec
trec
(ti1),(ts5,tn6,
(ti8),(ti2)
tnl,tsr)
M 0
M1
M2
M3
trec
(ti3)
(ti4)
temm
M3
(ti4)
V. CONCLUSIONS
This work for the first time proposes to use DSPNs to
design a traffic emergency control policy at an intersection
dealing with emergency to provide the effective prevention of
large-scale congestion. Their analysis is performed by a Petri
net reachability graph method. Future work should consider a
general traffic condition and consult some simulations to show
the advantages of the proposed policy in comparison with the
traditional self-evolution case.
REFERENCES
[1] K. Ozbay and P. Kachroo, Incident Management in Intelligent
Transportation Systems. Norwood, MA: Artech House, 1999.
[2] P. B. Farradyne, Traffic Incident Management Handbook. Washington,
DC: Office Travel Management, Fed. Highway Admin., 2000.
190