•Unequipped vehicles’ drivers (UVDs) encounter an assisted driver.•The degree of information UVDs received was manipulated.•Informing UVDs in detail led to behavioral adaptation.•However, it resulted ...partly in shorter minimum time-to-collision.•But it did not affect UVDs’ level of frustration about the assisted driver.
Previous research demonstrated that green light optimal speed advisory (GLOSA) affects driving behavior at signalized intersections: On the one hand, drivers assisted with GLOSA show more energy-efficient and eco-friendly driving. Following unequipped vehicles’ drivers (UVDs) also adapt their driving behavior to the assisted one. On the other hand, safety issues can be found in encounters with UVDs who also perceive assisted driving behavior negatively. Therefore, in a multi-driver simulator study (N = 60 participants sorted in groups of n = 2 UVDs), we tested whether informing UVDs about the GLOSA of an assisted driver results in more behavioral adaptation of UVDs to the assisted driving behavior, less safety issues, and less frustration of UVDs. Two UVDs followed a lead vehicle driven by a confederate. The confederate was equipped with GLOSA and knew when traffic lights switched from green to red and, consequently, slowed down when approaching a green traffic light. The degree of information UVDs received was manipulated: The group “no information” did not receive any information. The group “information” knew about the equipment of the assisted confederate with GLOSA and the group “detailed information” received additional information about its functionality and benefit. Results show that UVDs of the group “detailed information” adapted their driving behavior to the assisted driver. However, these UVDs also showed smaller minimum time-to-collision (TTC) values indicating safety issues. Results are discussed and implications made with regard to providing information to UVDs and to further investigate these challenges in the context of autonomous vehicles.
It is acknowledged that many of the problems related to urban congestion can be solved through the diffusion of automated vehicles capable not only of replacing drivers, but also of receiving ...information from the infrastructure. In this article, the effects of driverless cars (level 3–4 of automation) and of the Green Light Optimal Speed Advisory (GLOSA) system, a particular kind of Cooperative – Intelligent Transport System (C-ITS), will be evaluated at an urban signalized intersection through a set of micro-simulations. The aim of the paper is to analyze the two system as stand-alone before evaluating their jointed implementation, so to obtain their impacts and to analyze if and how they synergize for different levels of market penetration. The results of these simulations demonstrate that automated and connected cars should bring global benefits at intersections and also result in a first set of recommendations and best practices for the implementation of the systems in the short-medium term. Particular focus is given to the interaction between the equipped vehicles and traditional traffic, to frame the negative effects on the overall crossing both in Traffic Efficiency and Environment. Finally, the evaluation of a real crossing in Milan is performed and the results of the overall node are provided for different scenarios and time horizon.
Vehicle-to-Everything (V2X) communication allows infrastructure elements, e.g., traffic lights, to directly communicate with vehicles, thereby allowing services like Green Light Optimized Speed ...Advisory (GLOSA), Probe Vehicle Data (PVD), and Traffic Signal Priority Request (TSP). The idea behind GLOSA is to assist vehicles approaching an intersection with speed advices in order to fulfill a given objective, e.g., minimizing fuel usage, emissions and/or delay. In a prior work (Kloeppel
., 2019), several GLOSA algorithms were examined and their fitness (in the form of CO
emissions, fuel usage and delay) were evaluated under largely realistic conditions. This paper is an extension of the prior work and presents further examinations, which include a more detailed study on the behaviour of Diesel-powered vehicles when using the GLOSA algorithm of Stebbins
. (2017) as well as a study considering fixed-time control coupled with intelligent vehicles.
•Unequipped vehicles’ drivers (UVDs) benefited from an assisted lead driver.•UVDs crossed the stop line earlier after signal change.•UVDs approached the traffic lights without showing unnecessary ...changes in speed.•UVDs hardly understood the assisted driving behavior.•UVDs partly rated the assisted driving behavior as aversive.
Traffic light assistance systems enable drivers more energy and time efficient driving behavior at signalized intersections. However, most vehicles will not be equipped with such systems in the next years. These unequipped vehicles’ drivers (UVDs) may benefit from assisted drivers, if they would adapt their behavior. This paper outlines how UVDs (N=60) interpreted and reacted to a driver with traffic light assistance system. We used a multi-driver simulator with three drivers driving in a car-following scenario. The lead driver was not a participant, but a confederate who was followed by two UVDs. The confederate was apparently equipped either with or without a traffic light assistance system. The traffic light assistance system consisted of two functionalities: a Green Light Optimal Speed Advisory and a start-up assistance system with two different parametrizations. These functionalities aimed at preventing unnecessary changes in speed and reducing the start-up lost time after signal change. The results showed that UVDs benefited from the driving behavior of the confederate with traffic light assistance system. However, the assisted driving behavior was hardly understood and partly rated as aversive by the UVDs. We discuss how to enhance behavioral adaptation of UVDs. We also outline which negative consequences may result from encounters of driver with systems and UVDs. We assume that how UVDs react towards drivers with systems may be one factor contributing to a successful launch of such systems.
The paper analyses selected mediaeval Canons of the Mass from a text linguisctic perspective. It focuses on four monuments which are considered glosses from the point of view of the formal criterion ...(the placement on the page), and texts from the point of view of their shape (the degree of development). The analysis includes the graphical shape of the annotations, the syntax of the Polish passages with respect to the Latin prototype, the base and the completeness of the translation. This multi-faceted analysis leads to the conclusion that mediaeval Polish glosses to the Canons of the Mass consitute not a text but a complete collection of glosses. This conclusion is justified by both their graphical and grammatical shape: verbatim rendering of Latin constructions and inflections (inconsistent with Polish grammar), and accumulation of multiple lexical equivalents of a single element. When working with this kind of monuments, one needs to take into account not only the quantitative criterion (completeness of the translation) but also the function of the whole that the scribe created, and the intention of the author.
El ms. 4495 de la Bibliothèque Mazarine reúne la mayor parte de las obras, en catalán y en castellano, de Joan Pujol (floruit 1573-1603). Si las primeras han sido estudiadas y publicadas, la mayoría ...de las poesías en castellano no solo son inéditas sino que pueden considerarse desconocidas debido a la falta de una descripción que transcriba sus primeros versos. Además de ofrecer los inicios de todas las obras castellanas, estudiamos y editamos las dos únicas piezas que hasta el momento podemos suponer que no compuso Joan Pujol, eso son “Oh batalla carnicera” y “Con muy duro y triste hado”, que glosan respectivamente los romances “Oh Belerma, oh Belerma” y “Muerto queda Durandarte”.
Partiendo de la experiencia de Calderón Digital, base de datos dedicada al teatro de Calderón en la que se consigna una minuciosa sinopsis métrica de cada obra reseñada, se destaca la presencia de la ...copla real en ocho de los cincuenta títulos hasta ahora presentes en la plataforma, más otros casos dudosos por experimentales. Se señala la utilización por Calderón de dos esquemas rímicos diferentes en la copla real: el uno anterior a 1636, con presencia de versos de pie quebrado y función determinada en contextos trágicos; el otro, cuyo periodo de mayor vigencia va desde 1637 hasta 1652, y que se utiliza mayoritariamente para glosas. Sucesivamente, para la glosa Calderón parece preferir la décima espinela. La utilización de la copla real en el teatro calderoniano, no detectada hasta ahora por ningún estudioso, demuestra que la polimetría del gran dramaturgo todavía está esperando un estudio de conjunto capaz de iluminar sus características peculiares.
The ongoing trend toward powertrain electrification and vehicle automation enables the exploitation of additional energy saving potential through the joint optimization of the driving trajectory and ...the hybrid management. To tackle this complex control task within the E-COSM 2021 Benchmark Challenge, we combine a GLOSA algorithm generating a uniform speed profile with an optimization-based hybrid powertrain controller employing an equivalent consumption minimization strategy.
Vehicle-based GLOSA (Green Light Optimal Speed Advisory) systems use information about the next switching time of the traffic lights to calculate fuel-efficient position and velocity profiles for ...connected vehicles, according to their current state (position and speed). A stochastic optimal control problem was recently proposed to address the GLOSA problem in cases where the next switching time is decided in real time and is therefore uncertain in advance. The corresponding numerical solution via SDP (Stochastic Dynamic Programming) calls for substantial computational time (few minutes), which excludes problem solution in the vehicle’s computer in real time. This work considers the same stochastic problem of optimal trajectory specification for vehicles approaching a signalized junction with traffic signals operated in real-time (adaptive) mode, due to which the next switching time is stochastic. However, a modified version of Dynamic Programming, known as Discrete Differential Dynamic Programming (DDDP), is used for numerical solution of the stochastic optimal control problem. It is demonstrated, based on a realistic example, that the DDDP algorithm achieves results equivalent to those obtained with the ordinary SDP algorithm, albeit with significantly better performance in terms of computational time. Specifically, the solution is typically obtained in around 1 CPUs, which is real-time feasible and would allow for the DDDP calculations to be executed in the vehicle’s on-board computer.
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