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Intelligent Transportation
Systems:
Automated Highways,
Autonomous Vehicles &
Personal Rapid Transit
By
Alain L. Kornhauser
Professor, Operations Research & Financial Engineering
Director, Transportation Program
Princeton University
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Intelligent Transportation Systems
• Coined by Fed DoT in early ‘90s to include:
– ATIS
(Adv. Transp. Information Systems)
• Turn-by-Turn GPS Route Guidance Systems (‘97 CoPilot Live)
– ATMS
(Adv. Transp. Management Systems)
• Intelligent Traffic Control Systems and Value Pricing Systems
– AHS
(Automated Highway Systems) (R.Fenton ‘62 OSU, Sarnoff mid 60s)
• Autonomous vehicles
– ATS
(Automated Transit Systems)
• Personal Rapid Transit (Ficter ‘68, W. Alden ’71,
– ARTS
WWU ‘75 )
(Adv. Rural Transp. Systems)
• Need something for the rest of the country
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( EZ Pass mid 80s)
Intelligence (aka Automation) in the current
Automobile
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MICROPROCESSORS ECU- controls engine functions F1 video
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Airbag Module- controls airbag deployment
Body Controller- controls interior lights, door locks, windows, seats, etc
Driver's Door Module- communicates commands from switches on drivers door to the body
controller
Cruise Control Module- Regulates speed while in cruise control
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1st spark timing module in ‘77 Olds Toronado
Intelligent Cruise control (1st into: Toyota ‘97; 1st US ‘00 Lexus)
Climate Control Module- Monitors interior temperature and controls the heating and cooling
systems
Transmission Controller- controls automatic transmission
ABS Module- controls anti-lock brakes and may handle the traction-control and stability-control
systems (1st ‘71 Imperial; 1st 4 wheel electronic: MB ’78)
Traction Control (1st ‘71 Buick)
Power Distribution Box Module- controls relays in the power distribution box
Instrument Panel- Controls gauges, and indicator lights using data from the communications bus
Intelligence (aka Automation)
in the current Automobile
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Self-parking systems video (1st version Toyota ’03; US ‘06)
Lane Departure Warning Systems
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AutoVue LDWS; Iteris YouTube 1
Frontal Impact Warning Systems
Volvo video
What’s Next:
Lateral & Longitudinal Control
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Transit:
• Personal Rapid Transit (Network of autonomous vehicles providing non-stop Origin2Destination service)
Consumer:
• Automated Highways and Autonomous Vehicles
Basically:
• Problem is “simple”
– Feasible region is a flat plane with boundaries.
• “Challenge” is to properly identify the boundaries.
• Longitudinal and Lateral control problems:
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Have velocity vector be at worse Tangent to boundary of feasible boundary
• Focus on Automated Control Systems
– for automated transit systems (Personal Rapid Transit)
• extensive research on control and management systems for large
fleets of vehicles
• area-wide network design for large-scale implementations
– state-wide PRT
– for automated highways
• participation in DARAP Autonomous Vehicle Challenges
– focus on stereo vision-based systems for local environment sensing
» dynamic depth mapping, object identification and tracking, road
edge identification.
– robust control in the presence of substantial uncertainty and noise
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• PRT (Personal Rapid Transit)
• Fundamental Elements:
– Off-line stations
Morgantown 1975
Video1 Video2
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Boarding, Alighting process does not impede bypass flows
Average speed ~ Top Speed; Top speed need not be high
Taxi2000
– Guideway is Passive wrt Branching
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Headway limited only by collision avoidance
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vehicle braking performance, not guideway branching mechanism
1 sec headway possible
– Vehicles need not be large
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because of spatial and temporal distribution of demand even during peaks
3-6 passengers
– New Jersey State-Wide System
• Designed by ORF 467 F04/5 - F09/10 + again this year
• Objective: 95% O/D within 5 minute walk
Alternative Headway Control
Laser range
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PRT@LHR
September 2010
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Off-line station
with 2 berths
Video
Video
Recharging “Shoe”
Vehicles are battery powered; recharged in stations
Central Control Room
2 cameras in each vehicle as well as everywhere else
PRT in Masdar City, Abu Dhabi
Video
PRT in Masdar City, Abu Dhabi
YouTube
From: the Paved State
Back to: the Garden State
Mobility without Highways for New Jersey
Alain L. Kornhauser
Professor, Operations Research & Financial Engineering
Director, Transportation Research Program
Princeton University
Presented at PodCar Conference, Ithica, NY
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Background
• I’ve been dabbling in PRT for over 35 years
• In many ways, I’m very disappointed in our lack of
progress:
– A long time ago: Exec. Director of APTA said:
“Alain: PRT is the transportation system of the future…
And Always will be!!!”
• But we have made progress:
– Morgantown has proven that it can be done
– APMs are a standard of every modern airport
– Automation and computer controls have become ubiquitous,
reliable and cheap
– There is broad movement towards energy independence and
alternatives to the petroleum economy
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So…
• Premise:
– NJ in 2010 is very different from NJ in 1910
• A look at what might be NJ’s Mobility in 2110 (or before)
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Looking Back
• let’s look at the automobile:
Daimler, 1888
• In the beginning, it takes a while
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Central Ave. Caldwell NJ c. 1908
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Bloomfield Ave. & Academy Rd. c. 1908 Before it was paved
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Muddy Bloomfield Ave. c. 1908
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Muddy Main St. (Rt. 38) Locke, NY. c. 1907
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September 16,
Finally:
Automobile Congestion 1968 - present
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September 16,
Starting to Look Forward
Daimler, 1888
Morgantown, 1973
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So…
1888
1908
1973
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1988
2073
September 16,
http://orfe.princeton.edu/~alaink/PRT_Of467F07/PRT_NJ_Orf467F07_FinalReport.pdf
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September 16,
PRT as the Dominant Mode. What would it take?
• Had my undergrad Transportation Systems Analysis class
(Orf 467) looking at this for each of the past 3 years
• Def. “Dominant Mode”: Serve >90% of all intra NJ trips
+ access to existing mass transit serving NYC and Phila
• Def. “Serve”: Less than 5 minute walk to a station; stations
all interconnected; all existing rail mass transit connected/
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September 16,
Sketch Planning Process
• Precisely geolocate all trip ends by purpose
• Extensive use Google Earth and Msft. Virtual Earth to
provide spatial reality perspective to trip end concentrations
and Physical constraints
• Manually locate all stations and interconnection
• Analytically assign the trip end demand to stations and flow
the trips on the interconnected network.
• Manually iterate the location of stations and interconnection
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Basic NJ Transport Stats
Element
Value
Population (2006 est.)
8.725 million
Growth rate
3.7% (6.4% nw)
Population density
1,134.5 ppsm (highest in US)
190ppsm (Salem) – 12,800pps
(Hudson)
Persons < 5 years old
6%
Persons 5-17
18%
Persons 18-64
63%
Persons 65 and over
13%
Total Person trips per day
29.46M
2007 $ Spent on Personal Mobility by
NJ Citizens (mostly on Automobile)
$24B
Source of Electricity Generation
Nuclear: 45%; Natural Gas: 41%;
Renewables: < 0.2%
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November 30, 2010
Middlesex County
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September 16,
Sussex County
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September 16,
Union County
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September 16,
Number of Stations by County & Main Trip End
County
Transp
School
Home
Recre
Office
Industry
Public
Shop
Religious
MultiUse
Other
TOTAL
Atlantic
-
17
-
1
18
114
8
-
3
30
-
191
Bergen
28
217
394
47
81
37
15
32
17
249
-
1,117
Burlington
1
69
24
52
188
76
40
54
2
85
6
597
Cape May
11
30
173
46
17
217
38
18
47
351
28
976
2
37
106
7
68
86
24
27
2
78
-
437
18
30
102
237
9
9
15
92
-
83
-
595
Gloucester
2
103
192
9
20
9
3
13
6
55
-
412
Hudson
7
37
58
154
12
15
7
113
-
64
-
467
Hunterdon
2
39
107
26
21
34
25
44
9
78
20
405
Mercer
5
85
43
18
89
22
21
28
7
89
6
413
Middlesex
11
15
224
16
15
88
-
2
-
70
3
444
Monmouth
31
25
75
27
62
6
8
10
19
66
6
335
Morris
14
125
408
55
50
12
16
16
20
127
15
858
Ocean
11
105
55
60
76
69
52
56
-
42
14
540
Passaic
38
152
285
110
104
65
38
57
71
262
3
1,185
Salem
4
26
45
5
73
27
13
24
1
67
-
285
Somerset
7
39
330
19
31
10
2
23
6
94
7
568
Sussex
3
56
74
68
51
41
16
38
4
37
21
409
Union
16
48
99
112
91
26
45
57
-
83
-
577
Warren
11
42
217
45
55
32
28
20
1
22
11
484
TOALS
222
1,297
3,011
1,114
1,131
995
414
724
215
2,032
140
11,295
Cumberland
Essex
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November 30, 2010
County
Stations
Atlantic
191
Bergen
1,117
Burlington
597
Camden
482
Cape May
976
Cumberland
437
Essex
595
Gloucester
412
Hudson
467
Hunterdon
405
Mercer
413
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Miles
526
878
488
355
497
1,009
295
435
122
483
403
County
Stations
Middlesex
444
Monmouth
335
Morris
858
Ocean
540
Passaic
1185
Salem
285
Somerset
568
Sussex
409
Union
577
Warren
484
Total
11,295
November 30, 2010
Miles
679
565
694
1,166
1,360
772
433
764
254
437
12,261
Bottom Line
Element
Value
PRT Trips per day (90%)
26.51M
Peak hour trips (15%)
3.98M
Fleet size
530K
Fleet Cost $B
$53B @ $100K/vehicle
Stations
11,295
Station Cost
$28B @ $2M/Station
Guideway
12,265 miles
Guideway Cost
$61B @ $5M/mile
Total Capital Cost
$143B
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November 30, 2010
Conclusions
• It’s a lot
• It does a lot
• It’s one design focused on existing land use / mobility
patterns
• We should be able to do better
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2005
Link to Presentation Not Easy Old House
2007
2005
2007
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The DARPA Grand Challenges
Defense Advanced Research Projects Agency
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DARPA Grand Challenge
Created in response to a Congressional and DoD mandate: a field test
intended to accelerate research and development in autonomous ground
vehicles that will help save American lives on the battlefield. The Grand
Challenge brings together individuals and organizations from industry,
the R&D community, government, the armed services, academia,
students, backyard inventors, and automotive enthusiasts in the pursuit of
a technological challenge.
•
The First Grand Challenge: Across the Mojave, March 2004
Across the Mojave from Barstow, California to Primm, Nevada :$1
million prize. From the qualifying round at the California Speedway, 15
finalists emerged to attempt the Grand Challenge. The prize went
unclaimed as no vehicles were able to complete more than 7.4 miles.
•
The 2005 Grand Challenge
•
The 2007 Urban Challenge
Multi-step qualification process: Site Visits, NQE – Semifinals, GC final event
132 miles through the Nevada desert. Course supplied as list of GPS
waypoints. October 8, 2005 in the desert near Primm, NV. Prize $2 million.
Nov. 2007; 60 miles in an urban environment. Lane keeping, passing,
stop-signs, K-turns “driving down Nassau Street”. Range of Prizes
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Prospect Eleven & 2005 Competition
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2005 Grand Challenge
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Objective
• Enrich the academic experience of the students
Constraints
• Very little budget
Guiding Principles
• Simplicity
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Homemade
“Unlike the fancy “drive by wire” system employed by Stanford and VW, Princeton’s students built
a homemade set of gears to drive their pickup. I could see from the
electronics textbook they were using that they were learning as they went.”
http://www.pcmag.com/slideshow_viewer/0,1205,l=&s=1489&a=161569&po=2,00.asp
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the making of a monster
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Fall 2004
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Fall 2005
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Pimp My Ride
(a video presentation)
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Our Journey to the 2005 Grand
Challenge
195 entries
Video Flat road
Video Fixing one line
Video Submission
March, 2005
Return to Mojave
Run: 2005 course
BB; 2004 course
118 teams
Video Summary Movie
Site Visit
May, 2005
40 semi-finalists
Video NQE 5th Run
3 weeks
later
Video Launch
9 alternate
semi-finalists
2nd Site Visit
August, 2005
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Semifinals
September, 2005
3 additional
semi-finalists
Video After 8 miles
10th Seed of
23 finalists
Final Event
October 3, 2005
Complete 9.5 miles
Autonomously
Achievements in the
2005
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Link to GPS Tracks
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Participation in the 2007
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The 2007 DARPA Urban Challenge
• Complete 60 miles of autonomous driving in under 6
hours.
• Navigate within a complex urban & suburban
environment – handling GPS outages.
• Stop signs, parking lots, passing, merging into traffic.
• Link to a sample layout
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Fall 2007
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Spring2007
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It wasn’t so easy…
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2007
• Semifinalist in the 2007 DARPA Urban
Challenge
• Stereo and Monocular cameras, along
with RADAR
• Homebrew State Estimation system
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Prospect12_TestRun
Cognition
Substrate
Perception
Actuation
Environment
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Perception
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MonocularVISION
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Lane
DETECTION
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Lane
DETECTION
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StereoVISION
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Obstacle
DETECTION
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Obstacle
DETECTION
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PrecisionGPS
MEMSIMU
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Sensor
FUSION
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Cognition
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Global and Local
NAVIGATION
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Actuation
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Home-brewed
ELECTRONICS
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Mechanical
ACTUATORS
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Substrate
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dual-core
PROCESSING
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Microsoft
ROBOTICS STUDIO
Was a mistake
Now switched to thread safe Windows with C++
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