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<tud_logo.pdf, id=1, 157.58875pt x 63.23625pt>
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[]
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[0
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] ("C:\daten\source\college\ss2013\bachelor thesis\thesis_ug\tex/danke.tex")
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] ("C:\Daten\source\college\ss2013\Bachelor Thesis\thesis_ug\tex/danke.tex")
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[]
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[1
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] ("C:\daten\source\college\ss2013\bachelor thesis\thesis_ug\TUDthesis.toc")
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[3 <C:/daten/source/college/ss2013/bachelor thesis/thesis_ug/pic/overview.png>]
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ch.fd"
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File: ts15ch.fd 2008/06/23 Fontinst v1.927 font definitions for TS1/5ch.
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) [6 <C:/daten/source/college/ss2013/bachelor thesis/thesis_ug/ext/Kreuzungsueb
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ersicht.pdf>] <ext/KreuzungA59.pdf, id=59, 845.1575pt x 597.23125pt>
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ersicht.pdf>] <ext/KreuzungA59.pdf, id=62, 845.1575pt x 597.23125pt>
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<use ext/KreuzungA59.pdf> [7 <C:/daten/source/college/ss2013/bachelor thesis/th
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esis_ug/ext/KreuzungA59.pdf>] [8]
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esis_ug/ext/KreuzungA59.pdf>] [9]
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[][][][][][][][][][][][][][][][][][][][][][][][][]
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<use ext/KreuzungA23.pdf> [9 <C:/daten/source/college/ss2013/bachelor thesis/th
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esis_ug/ext/KreuzungA23.pdf>]) [10]
|
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("C:\daten\source\college\ss2013\bachelor thesis\thesis_ug\tex/daten.tex"
|
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<use ext/KreuzungA23.pdf> [11 <C:/Daten/source/college/ss2013/Bachelor Thesis/t
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<use pic/csv.png> [11 <C:/daten/source/college/ss2013/bachelor thesis/thesis_u
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\T1/5ch/m/n/9.5 Abbiegewahrscheinlichkeiten von Mi-cha-el Scholz. Wur-den duch
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[16]) [17]
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8.pdf>] [24] [25 <C:/daten/source/college/ss2013/bachelor thesis/thesis_ug/ext/
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_ug/ext/KreuzungA5.pdf>] [28 <C:/daten/source/college/ss2013/bachelor thesis/th
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esis_ug/ext/KreuzungA12.pdf>] [29] [30 <C:/daten/source/college/ss2013/bachelor
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ss2013/Bachelor Thesis/thesis_ug/TUDthesis.lol
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||||
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|
||||
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@ -15,7 +16,7 @@
|
||||
\begin{document}
|
||||
%Title etc für TUD Design
|
||||
\thesistitle {Datengetriebene Verkehrsmodellierung mit Induktionsschleifen}%
|
||||
{Datadriven Trafficmodelling with Inductionarrays}
|
||||
{Datadriven trafficmodelling with induction loops}
|
||||
\author{Ulf Gebhardt}
|
||||
\referee{Dr. Immanuel Schweizer}{Prof. Dr. M\"uhlh\"auser}
|
||||
\department{Fachbereich Informatik}
|
||||
@ -57,6 +58,12 @@
|
||||
\bibliographystyle{plainnat}
|
||||
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|
||||
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|
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|
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|
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|
||||
\section{Anhang}{\input{tex/anhang}}
|
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||||
|
||||
@ -1,46 +1,50 @@
|
||||
\contentsline {section}{\numberline {1}\"Ubersicht}{1}
|
||||
\contentsline {section}{\numberline {2}Abstract}{1}
|
||||
\contentsline {section}{\numberline {3}Einleitung}{3}
|
||||
\contentsline {section}{\numberline {4}Related Work}{5}
|
||||
\contentsline {section}{\numberline {5}Modell}{6}
|
||||
\contentsline {subsection}{\numberline {5.1}Modell der Ministadt}{6}
|
||||
\contentsline {subsection}{\numberline {5.2}Modell als Graph}{8}
|
||||
\contentsline {subsubsection}{\numberline {5.2.1}Kreuzungsgraph}{8}
|
||||
\contentsline {subsubsection}{\numberline {5.2.2}Kreuzungs\active@dq \dq@prtct {u}bersicht}{8}
|
||||
\contentsline {subsection}{\numberline {5.3}Modell als Matrix}{9}
|
||||
\contentsline {subsubsection}{\numberline {5.3.1}Verbindungsmatrizen}{9}
|
||||
\contentsline {subsubsection}{\numberline {5.3.2}Berechnungsmatrizen}{9}
|
||||
\contentsline {section}{\numberline {6}Daten}{11}
|
||||
\contentsline {subsection}{\numberline {6.1}Induktionsschleifenwerte}{11}
|
||||
\contentsline {subsubsection}{\numberline {6.1.1}CSV-Daten der Stadt Darmstadt}{11}
|
||||
\contentsline {subsubsection}{\numberline {6.1.2}Mysql-Daten des Projektes Verkehrsvisualisierung}{12}
|
||||
\contentsline {subsection}{\numberline {6.2}CAD-Zeichnungen der Kreuzungen}{12}
|
||||
\contentsline {subsection}{\numberline {6.3}Abbiegewahrscheinlichkeiten}{12}
|
||||
\contentsline {subsubsection}{\numberline {6.3.1}Abbiegewahrscheinlichkeiten der Stadt Darmstadt}{12}
|
||||
\contentsline {subsubsection}{\numberline {6.3.2}Abbiegewahrscheinlichkeiten von Michael Scholz}{12}
|
||||
\contentsline {subsection}{\numberline {6.4}Aufbereitung der Daten}{12}
|
||||
\contentsline {subsubsection}{\numberline {6.4.1}Datenbank Schema}{13}
|
||||
\contentsline {subsubsection}{\numberline {6.4.2}Aufbereiten der Induktionsschleifenwerte}{13}
|
||||
\contentsline {subsubsection}{\numberline {6.4.3}Aufbereiten der Abbiegewahscheinlichkeiten}{13}
|
||||
\contentsline {subsubsection}{\numberline {6.4.4}Geographischer Ausschnitt der Daten}{13}
|
||||
\contentsline {section}{\numberline {7}Berechnung}{15}
|
||||
\contentsline {subsection}{\numberline {7.1}Das Zeitproblem}{15}
|
||||
\contentsline {subsection}{\numberline {7.2}Das Abbiegeproblem}{15}
|
||||
\contentsline {subsection}{\numberline {7.3}Ans\"atze}{15}
|
||||
\contentsline {subsubsection}{\numberline {7.3.1}Markov-Ketten HMM}{15}
|
||||
\contentsline {subsubsection}{\numberline {7.3.2}Neuronale Netze}{15}
|
||||
\contentsline {subsubsection}{\numberline {7.3.3}Gleichungssystem}{15}
|
||||
\contentsline {subsubsection}{\numberline {7.3.4}Wegfindungsalgorithmen}{15}
|
||||
\contentsline {subsection}{\numberline {7.4}Lineares Gleichungssystem}{16}
|
||||
\contentsline {subsubsection}{\numberline {7.4.1}Lineares Gleichungssystem einer Kreuzung}{16}
|
||||
\contentsline {subsubsection}{\numberline {7.4.2}Gleichungen zwischen Kreuzungen}{16}
|
||||
\contentsline {subsection}{\numberline {7.5}Lineares Gleichungssystem als Graph}{16}
|
||||
\contentsline {section}{\numberline {8}Visualisierung}{17}
|
||||
\contentsline {subsection}{\numberline {8.1}Visualisierung des Graphen mit Geoinformationen}{17}
|
||||
\contentsline {subsection}{\numberline {8.2}Visualisierung des JGraphT-Graphen}{17}
|
||||
\contentsline {section}{\numberline {9}Validierung}{18}
|
||||
\contentsline {subsection}{\numberline {9.1}Testdatenmenge}{18}
|
||||
\contentsline {subsection}{\numberline {9.2}Verkehrsz\active@dq \dq@prtct {a}hlung}{18}
|
||||
\contentsline {subsection}{\numberline {9.3}Validierung der Verkehrsaufkommensvorhersage}{18}
|
||||
\contentsline {section}{\numberline {10}Ausblick}{19}
|
||||
\contentsline {section}{\numberline {11}Anhang}{21}
|
||||
\contentsline {section}{\numberline {3}Einleitung}{4}
|
||||
\contentsline {section}{\numberline {4}Related Work}{6}
|
||||
\contentsline {section}{\numberline {5}Modell}{7}
|
||||
\contentsline {subsection}{\numberline {5.1}Modell der Ministadt}{7}
|
||||
\contentsline {subsection}{\numberline {5.2}Modell als Graph}{9}
|
||||
\contentsline {subsubsection}{\numberline {5.2.1}Kreuzungsgraph}{9}
|
||||
\contentsline {subsubsection}{\numberline {5.2.2}Kreuzungs\active@dq \dq@prtct {u}bersicht}{10}
|
||||
\contentsline {subsection}{\numberline {5.3}Modell als Matrix}{11}
|
||||
\contentsline {subsubsection}{\numberline {5.3.1}Ausgangsmatrix}{11}
|
||||
\contentsline {subsubsection}{\numberline {5.3.2}Eingansmatrix}{11}
|
||||
\contentsline {subsubsection}{\numberline {5.3.3}Sonderfall: Vallidierungssensor}{12}
|
||||
\contentsline {subsubsection}{\numberline {5.3.4}Berechnungsmatrizen}{12}
|
||||
\contentsline {section}{\numberline {6}Daten}{13}
|
||||
\contentsline {subsection}{\numberline {6.1}Induktionsschleifenwerte}{13}
|
||||
\contentsline {subsubsection}{\numberline {6.1.1}CSV-Daten der Stadt Darmstadt}{13}
|
||||
\contentsline {subsubsection}{\numberline {6.1.2}Mysql-Daten des Projektes Verkehrsvisualisierung}{14}
|
||||
\contentsline {subsection}{\numberline {6.2}CAD-Zeichnungen der Kreuzungen}{14}
|
||||
\contentsline {subsection}{\numberline {6.3}Abbiegewahrscheinlichkeiten}{14}
|
||||
\contentsline {subsubsection}{\numberline {6.3.1}Abbiegewahrscheinlichkeiten der Stadt Darmstadt}{14}
|
||||
\contentsline {subsubsection}{\numberline {6.3.2}Abbiegewahrscheinlichkeiten von Michael Scholz}{14}
|
||||
\contentsline {subsection}{\numberline {6.4}Aufbereitung der Daten}{14}
|
||||
\contentsline {subsubsection}{\numberline {6.4.1}Datenbank Schema}{15}
|
||||
\contentsline {subsubsection}{\numberline {6.4.2}Aufbereiten der Induktionsschleifenwerte}{16}
|
||||
\contentsline {subsubsection}{\numberline {6.4.3}Aufbereiten der Abbiegewahscheinlichkeiten}{16}
|
||||
\contentsline {subsubsection}{\numberline {6.4.4}Geographischer Ausschnitt der Daten}{17}
|
||||
\contentsline {section}{\numberline {7}Berechnung}{18}
|
||||
\contentsline {subsection}{\numberline {7.1}Das Zeitproblem}{18}
|
||||
\contentsline {subsection}{\numberline {7.2}Das Abbiegeproblem}{18}
|
||||
\contentsline {subsection}{\numberline {7.3}Ans\"atze}{18}
|
||||
\contentsline {subsubsection}{\numberline {7.3.1}Markov-Ketten HMM}{19}
|
||||
\contentsline {subsubsection}{\numberline {7.3.2}Neuronale Netze}{19}
|
||||
\contentsline {subsubsection}{\numberline {7.3.3}Gleichungssystem}{19}
|
||||
\contentsline {subsubsection}{\numberline {7.3.4}Wegfindungsalgorithmen}{19}
|
||||
\contentsline {subsection}{\numberline {7.4}Lineares Gleichungssystem}{19}
|
||||
\contentsline {subsubsection}{\numberline {7.4.1}Lineares Gleichungssystem einer Kreuzung}{19}
|
||||
\contentsline {subsubsection}{\numberline {7.4.2}Gleichungen zwischen Kreuzungen}{19}
|
||||
\contentsline {subsection}{\numberline {7.5}Lineares Gleichungssystem als Graph}{19}
|
||||
\contentsline {section}{\numberline {8}Visualisierung}{20}
|
||||
\contentsline {subsection}{\numberline {8.1}Visualisierung des Graphen mit Geoinformationen}{20}
|
||||
\contentsline {subsection}{\numberline {8.2}Visualisierung des JGraphT-Graphen}{20}
|
||||
\contentsline {section}{\numberline {9}Validierung}{21}
|
||||
\contentsline {subsection}{\numberline {9.1}Testdatenmenge}{21}
|
||||
\contentsline {subsection}{\numberline {9.2}Verkehrsz\active@dq \dq@prtct {a}hlung}{21}
|
||||
\contentsline {subsection}{\numberline {9.3}Validierung der Verkehrsaufkommensvorhersage}{21}
|
||||
\contentsline {section}{\numberline {10}Ausblick}{22}
|
||||
\contentsline {section}{Abbildungsverzeichnis}{24}
|
||||
\contentsline {section}{Quellcodeverzeichnis}{25}
|
||||
\contentsline {section}{\numberline {11}Anhang}{26}
|
||||
|
||||
@ -8,12 +8,24 @@ In diesem Kapitel werden einige Berechnungsansätze beschrieben, sowie Probleme
|
||||
}
|
||||
|
||||
\subsection{Das Abbiegeproblem}{
|
||||
Das 'Abbiegeproblem' ist auf zu wenige Sensorwerte zurückzuführen. In den Kreuzungen von Darmstadt sind die Induktionsschleifen am Kreuzungseingang verbaut, allerdings nicht am Kreuzungs Ausgang(bis auf wenige Ausnahmen). Es kann für Mischspursensoren folglich nicht live bestimmt werden, wie viele Autos in die eine und wie viele in die andere gefahren sind.
|
||||
Das 'Abbiegeproblem' ist auf zu wenige Sensorwerte zurückzuführen. In den Kreuzungen von Darmstadt sind die Induktionsschleifen am Kreuzungseingang verbaut, allerdings nicht am Kreuzungs Ausgang(bis auf wenige Ausnahmen). Es kann für Mischspursensoren folglich nicht live bestimmt werden, wie viele Autos in die eine und wie viele in die andere gefahren sind. Um den Fluss trotzdem bestimmen zu können, wird in dieser Arbeit mit Abbiegewahrscheinlichkeiten gerechnet, welche angeben, wieviel Prozent des Verkhrs, welcher über einen Sensor fährt, die Kreuzung in welche Richtung verlässt.
|
||||
|
||||
[Beispiel Kreuzung, mit validierung, und ohne]
|
||||
Nachfolgend ein Beispiel einer Kreuzung, der A4, welche an einer Stelle eine Validierung zulässt.
|
||||
|
||||
\begin{figure}[htbp!]
|
||||
\centering
|
||||
\fbox{\includegraphics[width=0.5\textwidth-2\fboxsep-2\fboxrule]{ext/KreuzungA4}}
|
||||
\caption{Kreuzung A4}
|
||||
\end{figure}
|
||||
|
||||
Der Sensor [] kann partiell durch den Sensor [] validiert werden. Da die Autos über den Sensor [] in genau zwei Richtungen fahren können, kann der Fluss eindeutig bestimmt werden und es kann live berechnet werden wieviele Autos, welche über den Sensor [] gefahren sind nach rechts abgebogen sind, und wieviele geradeaus gefahren sind.
|
||||
|
||||
S[] -> Virtual Out A3 = S[] - S[]
|
||||
S[] -> Virtual Out A23 = S[]
|
||||
}
|
||||
|
||||
\subsection{Ans\"atze}{
|
||||
Um den Verkehrsfluss zu bestimmen, ist eine Berechnung nötig, welche von den Sensorwerten ausgehend, den einzelnen virtuellen Sensoren und Straßen in der Kreuzungsübersicht einen Verkehrswert zuweist. Hierfür wurden einige Algorithmen ausporbiert. Im Folgendem seien [], Neuronale Netze sowie Lineare Gleichungssysteme als Ansätze vorgestellt um besagte Berechnung durchzuführen.
|
||||
\subsubsection{Markov-Ketten HMM}{
|
||||
Problem, nicht zyklischer Graph. Ein Verkehrsnetz hat viele Kreise und ein solches Modell ist aus diesen Gründen nicht sinnvoll.
|
||||
Als Ansatz kann man ein Markov-Modell auf einen zufällig ausgewählten nicht zyklischen Graphen berechnen. Berechnet man nun viele solcher zufällig nicht zyklischen Graphen, und mittelt man die Werte für die einzelnen unbekannten Sensoren,
|
||||
|
||||
@ -45,9 +45,7 @@ Um die Problemstellung zu vereinfachen wurden nicht alle Kreuzungen betrachtet,
|
||||
Sie liegen im folgenden Format vor:
|
||||
[SQL]
|
||||
[Zuordnungsbeschreibung für sql]
|
||||
|
||||
|
||||
|
||||
|
||||
}
|
||||
|
||||
Die Gültigkeit der Induktionsschleifenwerte wird in dem Kapitel [Validierung] genauer behandelt.
|
||||
@ -94,6 +92,101 @@ Um die Problemstellung zu vereinfachen wurden nicht alle Kreuzungen betrachtet,
|
||||
\end{itemize}
|
||||
|
||||
\subsubsection{Datenbank Schema}{
|
||||
\begin{lstlisting}
|
||||
CREATE TABLE `bt_Crossroads` (
|
||||
`ID` INT(11) NOT NULL AUTO_INCREMENT,
|
||||
`name` VARCHAR(45) NOT NULL COLLATE 'latin1_german1_ci',
|
||||
`lat` DOUBLE NOT NULL,
|
||||
`long` DOUBLE NOT NULL,
|
||||
`in1_crossroad` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`in2_crossroad` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`in3_crossroad` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`in4_crossroad` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`out1_crossroad` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`out2_crossroad` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`out3_crossroad` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`out4_crossroad` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`comment` VARCHAR(45) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
PRIMARY KEY (`ID`),
|
||||
UNIQUE INDEX `name_UNIQUE` (`name`)
|
||||
)
|
||||
COLLATE='latin1_german1_ci'
|
||||
ENGINE=MyISAM
|
||||
AUTO_INCREMENT=17;
|
||||
\end{lstlisting}
|
||||
|
||||
\begin{lstlisting}
|
||||
CREATE TABLE `bt_Sensors` (
|
||||
`ID` INT(11) NOT NULL AUTO_INCREMENT COMMENT ' ',
|
||||
`name` VARCHAR(45) NOT NULL COLLATE 'latin1_german1_ci',
|
||||
`lat` DOUBLE NOT NULL,
|
||||
`long` DOUBLE NOT NULL,
|
||||
`crossroad` VARCHAR(45) NOT NULL COLLATE 'latin1_german1_ci',
|
||||
`sensorType` VARCHAR(45) NOT NULL COLLATE 'latin1_german1_ci',
|
||||
`toSensorLeftID` INT(11) NULL DEFAULT NULL,
|
||||
`toSensorStraightID` INT(11) NULL DEFAULT NULL,
|
||||
`toSensorRightID` INT(11) NULL DEFAULT NULL,
|
||||
`multipleOutputDirections` TINYINT(1) NULL DEFAULT NULL,
|
||||
`fromVirtualSensorID` INT(11) NULL DEFAULT NULL,
|
||||
`outXR` VARCHAR(50) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`inXR` VARCHAR(50) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
PRIMARY KEY (`ID`)
|
||||
)
|
||||
COLLATE='latin1_german1_ci'
|
||||
ENGINE=MyISAM
|
||||
AUTO_INCREMENT=167;
|
||||
\end{lstlisting}
|
||||
|
||||
\begin{lstlisting}
|
||||
CREATE TABLE `bt_sensor_types` (
|
||||
`ID` INT(11) NOT NULL AUTO_INCREMENT,
|
||||
`type` VARCHAR(35) NOT NULL COLLATE 'latin1_german1_ci',
|
||||
`comment` VARCHAR(200) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
PRIMARY KEY (`ID`)
|
||||
)
|
||||
COLLATE='latin1_german1_ci'
|
||||
ENGINE=MyISAM
|
||||
AUTO_INCREMENT=5;
|
||||
\end{lstlisting}
|
||||
|
||||
\begin{lstlisting}
|
||||
CREATE TABLE `bt_Values` (
|
||||
`ID` INT(11) NOT NULL AUTO_INCREMENT,
|
||||
`sensor_ID` INT(11) NOT NULL,
|
||||
`count` INT(11) NULL DEFAULT NULL,
|
||||
`load` FLOAT NULL DEFAULT NULL,
|
||||
`timestamp` BIGINT(20) NOT NULL,
|
||||
`out1_flow` FLOAT NULL DEFAULT NULL,
|
||||
`out2_flow` FLOAT NULL DEFAULT NULL,
|
||||
`out3_flow` FLOAT NULL DEFAULT NULL,
|
||||
PRIMARY KEY (`ID`)
|
||||
)
|
||||
COLLATE='latin1_german1_ci'
|
||||
ENGINE=MyISAM
|
||||
AUTO_INCREMENT=87;
|
||||
\end{lstlisting}
|
||||
|
||||
\begin{lstlisting}
|
||||
CREATE TABLE `bt_FlowStatisticsFullCleaned` (
|
||||
`Crossroad` CHAR(50) NOT NULL COLLATE 'latin1_german1_ci',
|
||||
`Sensor` CHAR(50) NOT NULL COLLATE 'latin1_german1_ci',
|
||||
`leftPercentage` FLOAT NULL DEFAULT NULL,
|
||||
`leftSensor` CHAR(50) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`straightPercentage` FLOAT NULL DEFAULT NULL,
|
||||
`straightSensor` CHAR(50) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`rightPercentage` FLOAT NULL DEFAULT NULL,
|
||||
`rightSensor` CHAR(50) NULL DEFAULT NULL COLLATE 'latin1_german1_ci',
|
||||
`timestamp` BIGINT(20) NOT NULL,
|
||||
`intervall` INT(11) NOT NULL,
|
||||
PRIMARY KEY (`Crossroad`, `Sensor`),
|
||||
INDEX `index_timestamp` (`timestamp`),
|
||||
INDEX `index_sensorID` (`leftSensor`)
|
||||
)
|
||||
COLLATE='latin1_german1_ci'
|
||||
ENGINE=MyISAM;
|
||||
\end{lstlisting}
|
||||
|
||||
|
||||
}
|
||||
\subsubsection{Aufbereiten der Induktionsschleifenwerte}{
|
||||
[BESCHREIBUNG DER CSV]
|
||||
@ -170,4 +263,4 @@ Um die Problemstellung zu vereinfachen wurden nicht alle Kreuzungen betrachtet,
|
||||
|
||||
}
|
||||
}
|
||||
+3
|
||||
+2
|
||||
@ -5,6 +5,8 @@ In der Industrie eingesetzte Software zur Berechnung und Modellierung von Verkeh
|
||||
|
||||
In dieser Arbeit wird eine Zweistufenmodellierung vorgestellt, welches f"ur Kreuzungen eine genauere Modellierung zul"asst, w"ahrend es f"ur zwischen den Kreuzungen ein ungenauere Modellierung vornimmt. Dies ist sinnvoll, da nur im Kreuzungsbereich Sensoren zur Verf"ugung stehen, w"ahrend kleinere Kreuzungen nicht mit Sensoren best"uckt sind und aus diesem Grund keine qualifiziert Aussage "uber diese gemacht werden kann.
|
||||
|
||||
Die Grundannahme für das Modell ist, dass sich die Verkehrsteilnehmer an die Straßenverkehrsordnung halten, da nur verkehrsgültige Verbindungen von Kreuzungen, Knoten und Sensoren vorgenommen wird.
|
||||
|
||||
\subsection{Modell der Ministadt}{
|
||||
Die 'Ministadt' enth"alt folgende mit Sensoren best"uckte Kreuzungen: A3, A4, A5, A12, A23, A28, A29, A46, A59, A104.
|
||||
Um ein Modell zu erstellen, muss man sich der Realit"at bewusst werden und diese (partiell) im Computer abbilden (ZITAT).
|
||||
@ -68,7 +70,7 @@ In dieser Arbeit wird eine Zweistufenmodellierung vorgestellt, welches f"ur Kreu
|
||||
\end{itemize}
|
||||
.
|
||||
|
||||
Dagene sind f"ur Kreuzungen mehr Daten vorhanden und man kann eine genauere Modellierung vornehmen.
|
||||
Dagegen sind f"ur Kreuzungen mehr Daten vorhanden und man kann eine genauere Modellierung vornehmen.
|
||||
Der Zwischenkreuzungsgraph modelliert nun den Zusammenhang zwischen den Kreuzungen reduziert auf 'in welche Richtung kann das Auto von Kreuzung x fahren'. Dies entspricht auch der Sensorverteilung, die ausschlie"slich auf Kreuzungen auftreten und nicht auf Stra"sen zu finden sind.\\
|
||||
Die schw"ache des Modells ist die Annahme, dass ein Auto in Luftlinie von eingangssensor zum Ausgangssensor f"ahrt und keine Geoinformationen "uber die Kante zur Verf"ugung stehen.
|
||||
}
|
||||
@ -99,10 +101,38 @@ In dieser Arbeit wird eine Zweistufenmodellierung vorgestellt, welches f"ur Kreu
|
||||
\end{itemize}
|
||||
|
||||
Ein Sensor kann dabei folgende Werte halten:
|
||||
[CLASS]
|
||||
\begin{lstlisting}
|
||||
public class SE {
|
||||
public int ID;
|
||||
public String name;
|
||||
public float lat;
|
||||
public float lon;
|
||||
public String crossroad;
|
||||
public int sensorType;
|
||||
public int toSensorLeftID;
|
||||
public int toSensorStraightID;
|
||||
public int toSensorRightID;
|
||||
public int multipleOutputDirections;
|
||||
public int fromVirtualSensorID;
|
||||
public String outXR = null;
|
||||
public String inXR = null;
|
||||
|
||||
public VL value = null;
|
||||
public VL test_value = null;
|
||||
}
|
||||
\end{lstlisting}
|
||||
Dies entspricht dem Datenbankschema in dem die Daten auf einem MYSQL-Server gespeichert werden. Nähres dazu ist im Kapitel [Daten] zu finden. Ein Sensor kann dabei entweder ein 'Value' halten, welches von Sensoren gemessen oder berechnet wurde. Das Test Value dient der Validierung, um einen zweiten Wert mit dem berechneten oder gemessenen Wert zu vergleichen. outXR und inXR bezeichnen jeweils den Namen der Kreuzung von dem der Verkehr kommt bzw fließt, wenn er über diesen Sensor fährt.
|
||||
|
||||
|
||||
Eine Stra"se h"alt dagegen nur die Information der Abbiegewahrscheinlichkeit.
|
||||
[CLASS]
|
||||
\begin{lstlisting}
|
||||
public class ST extends DefaultEdge{
|
||||
public float propagation = 0.0f;
|
||||
public String target = "";
|
||||
public String source = "";
|
||||
}
|
||||
\end{lstlisting}
|
||||
Die Werte 'Target' und 'Source' geben den weiligen namen der nächsten Kreuzung an. Dies dient nicht der Berechnung, sondern der Darstellung, um zwei Flüsse unterscheiden zu können wird jeweils entweder 'Source' oder 'Target' mit angegeben.
|
||||
}
|
||||
|
||||
\subsubsection{Kreuzungs"ubersicht}{
|
||||
@ -127,17 +157,39 @@ In dieser Arbeit wird eine Zweistufenmodellierung vorgestellt, welches f"ur Kreu
|
||||
\end{itemize}
|
||||
|
||||
'XR' entspricht dabei dem oben beschrieben Graphen der Kreuzung, ST ist eine Stra"se, wie oben beschrieben.
|
||||
}
|
||||
\begin{lstlisting}
|
||||
public class XR {
|
||||
public int ID;
|
||||
public String name;
|
||||
public float lat;
|
||||
public float lon;
|
||||
public String in1_crossroad;
|
||||
public String in2_crossroad;
|
||||
public String in3_crossroad;
|
||||
public String in4_crossroad;
|
||||
public String out1_crossroad;
|
||||
public String out2_crossroad;
|
||||
public String out3_crossroad;
|
||||
public String out4_crossroad;
|
||||
public String comment;
|
||||
|
||||
public ListenableDirectedGraph<SE, ST> sensorGraph = new ListenableDirectedGraph<>(ST.class);
|
||||
}
|
||||
\end{lstlisting}
|
||||
|
||||
Auch hier entsprechen die gespeicherten Werte denen, welche in der Datenbank zu einer Kreuzung abgespeichert sind. Näheres dazu im Kapitel [Daten].
|
||||
'Sensorgraph' vom Type 'ListenableDirectedGraph' ist dabei eine Klasse des JGraphT Frameworkes, um Graphen zu speichern. Der 'sensorGrpah' enthält eine Kreuzung als Graph aufgebaut.
|
||||
|
||||
}
|
||||
|
||||
\subsection{Modell als Matrix}{
|
||||
Als Grundlage f"ur die Berechnung wurde eine Matrixdarstellung f"ur Kreuzungen entwickelt. Der oben entwickelte Graph l"asst sich dabei einfach in Matrixform "uberf"uhren.
|
||||
Als Grundlage f"ur die Berechnung wurde eine Matrixdarstellung f"ur Kreuzungen entwickelt. Der oben entwickelte Graph l"asst sich dabei einfach in Matrixform "uberf"uhren. Matrizen bieten z.b. durch Matrixmultiplikation die Möglichkeit komplexe Zusammenhänge durch einfache Rechenschritte auszurechnen.
|
||||
Um eine Kreuzung zu beschreiben ist es n"otig die Verbindungen von Sensoren zu deren m"oglichen Ausg"angen bzw . Eingängen zu modellieren. Da fast alle betrachteten Kreuzungen der Stadt Darmstadt nur einen Sensor zwischen Ein- und entsprechenden Ausgang haben sind die entwickelten Matrizen auf fast alle Kreuzungen anzuwenden.
|
||||
Die beschreibung der Verbindungen l"asst sich mit einer Verbindungsmatrix bewerkstelligen. Dabei wird zwischen den sog. Eingangsmatrizen und den sog. Ausgangsmatrizen unterschieden.
|
||||
|
||||
\subsubsection{Verbindungsmatrizen}{
|
||||
Um eine Kreuzung zu beschreiben ist es n"otig die Verbindungen von Sensoren zu deren m"oglichen Ausg"angen zu modellieren.
|
||||
Dies l"asst sich mit einer Verbindungsmatrix bewerkstelligen. Hierf"ur werden alle Ausg"ange einer Kreuzung auf der X-Achse
|
||||
der Matrix verzeichnet, alle Sensoren dieser Kreuzung auf der Y-Achse.
|
||||
\subsubsection{Ausgangsmatrix}{
|
||||
Die Ausgangsmatrize zeigt auf, von welchem Sensor welcher Ausgang einer Kreuzung bedient wird.
|
||||
Hierf"ur werden alle Ausg"ange einer Kreuzung auf der Y-Achse der Matrix verzeichnet, alle Sensoren dieser Kreuzung auf der X-Achse. Besteht eine Verbindung zwischen Sensor und Ausgang so kann an der entsprechenden Stelle der Matrix eine Verbindung markiert werden (1). Besteht dagegen keine Verbindung wird das ebenfalls markiert (0).
|
||||
|
||||
Am Beispiel der Kreuzung A23 sei das hier demonstriert.
|
||||
\begin{figure}[htbp!]
|
||||
@ -161,8 +213,10 @@ In dieser Arbeit wird eine Zweistufenmodellierung vorgestellt, welches f"ur Kreu
|
||||
S12 & 0 & 0 & 0 & 0
|
||||
\end{Bmatrix}$
|
||||
|
||||
Diese Matrix wird als Ausgangsmatrix bezeichnet.
|
||||
|
||||
Diese Matrix wird als Ausgangsmatrix bezeichnet.
|
||||
}
|
||||
|
||||
\subsubsection{Eingansmatrix}{
|
||||
Um nicht nur die Virtuellen Ausg"ange zu modellieren, sondern auch die Eing"ange ist eine zweite Matrix n"otig, die
|
||||
die Eing"ange mit den Sensoren verbindet. Die Virtuellen Eing"ange werden hierf"ur auf der X-Achse aufgetragen, alle
|
||||
Sensoren werden auf der Y-Achse der Matrix eingezeichnet.
|
||||
@ -170,14 +224,26 @@ In dieser Arbeit wird eine Zweistufenmodellierung vorgestellt, welches f"ur Kreu
|
||||
Hier im Beispiel die Eingangsmatrix von Kreuzung A23, der zentralen Kreuzung des betrachten Ausschnitts:
|
||||
|
||||
$\begin{Bmatrix}
|
||||
& E1 & E2 & E3 & E4 \\
|
||||
& E1 & E2 & E3 & E4 \\
|
||||
S1 & 0 & 0 & 0 & 0 \\
|
||||
S2 & 0 & 0 & 0 & 0 \\
|
||||
S3 & 0 & 0 & 0 & 0 \\
|
||||
S4 & 0 & 0 & 0 & 0
|
||||
\end{Bmatrix}$
|
||||
\end{Bmatrix}$
|
||||
}
|
||||
|
||||
\subsubsection{Sonderfall: Vallidierungssensor}{
|
||||
Mit beiden Matrizen wird eine Kreuzung ohne Validierungssensoren vollständig beschrieben. Sind dagegen valliderungssensoren Vorhanden, so beschriebt die Matrix nicht mehr den kompletten Graphen wie das beispiel der [] zeigt:
|
||||
|
||||
[Eingansmatrix]
|
||||
[Ausgangsmatrix]
|
||||
|
||||
Die Verbindung von Sensor [] nach Sensor [] wird hier nicht modelliert.
|
||||
Für die Berechnung wird sich zeigen, dass das unerheblich ist, sofern man
|
||||
Sensor[] in der Ausgangsmatrix für die Zeile [][] einträgt. Die Berechnung der Geradeausspur ist dann wie folgend: [] - [] = A.
|
||||
}
|
||||
|
||||
|
||||
\subsubsection{Berechnungsmatrizen}{
|
||||
W"ahrend oben Verbindungsmatrizen beschrieben werden, welche ausschlie"slich modellieren, ob ein Knoten(virtuell oder Sensor) mit einem anderen verbunden ist,
|
||||
so kann man bei bekannten Abbiegewahrscheinlichkeiten f"ur die Kreuzung diese direkt in der Ausgangsmatrix verzeichnen:
|
||||
@ -194,4 +260,4 @@ In dieser Arbeit wird eine Zweistufenmodellierung vorgestellt, welches f"ur Kreu
|
||||
}
|
||||
|
||||
}
|
||||
+2
|
||||
+1
|
||||
Loading…
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Reference in New Issue
Block a user