R.V.

COLLEGE OF ENGINEERING

R.V. COLLEGE OF ENGINEERING, BANGALORE-560059

(Autonomous Institution Affiliated to VTU, Belgaum)

Self-Study Report on,

IOT ON INTELLIGENT TRAFIC SYSTEM

(Phase -2)
Submitted by,

MALLIKARJUN MATTI
1RV14CS80
Under the guidance of,
Dr. Sharvani G. S, Associate Professor, CSE
Mr. Anjan K, Assistant Professor, CSE
Mr. Girish Rao Salanke N S, Assistant Professor, CSE
Ms. Kowcika A, Assistant Professor, CSE

Submitted to,
COMPUTER SCIENCE AND ENGINEERING DEPARTMENT,
R.V. COLLEGE OF ENGINEERING.

R.V. COLLEGE OF ENGINEERING, BANGALORE 560059

(Autonomous Institution Affiliated to VTU, Belgaum)
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DEPARTMENT OF COMPUTER SCIENCE AND ENGINEERING

CERTIFICATE
Certified that the Self Study work titled IOT on intelligent traffic system is carried out by N
MALLIKARJUN MATTI (1RV14CS080) who is bonafide student of R.V College of
Engineering, Bangalore, in partial fulfillment for the award of degree of Bachelor of Engineering
in Computer Science and Engineering of the Visvesvaraya Technological University, Belgaum
during the year 2015-2016. It is certified that all corrections/suggestions indicated for the internal
Assessment have been incorporated in the report deposited in the departmental library. The Self
Study report has been approved as it satisfies the academic requirements in respect of Self Study
work prescribed by the institution for the said degree.

Mr. Girish Rao Salanke N S,

Dr. Sharvani G. S,

Assistant Professor, CSE

Associate Professor, CSE

Ms. Kowcika A,
Assistant Professor, CSE

Mr. Anjan K,
Assistant Professor, CSE

Dr. Shobha G
Head of Department,
Department of CSE,
R.V. College of Engineering, Bangalore-560059

Table of Contents:
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Abstract

1. Problem Statement
1.1. What is DSRC and RSU?
2. Analysis
3. Design.
3.1.: Implementing intelligent traffic system DLD Component
3.2. Design of intelligent traffic controller using embeded system COA Component
3.3.CCN trafic Optimization for iot DSC Component
3.4. Vision based intelligent trafic management system DSC Coponent
4. Implementation
5. Future work
6. References

6
7
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13
14
18
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20
21

List of Pictures:
1. The Graph of Sales High level system architecture with communication description.
6
2. Measurements visualized on a mobile interface

3. Pindiagramfordifferentcomponents.

4. A Jumbo Ethernet frame

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5. BlockSchematicofIntelligentTrafficLightControllerwithGSMInterface.

6. OptimizationproblemandBasicForwardingscheme
7. Sampling optimization

14

8. DynamicallyUpdatedBackgroundsforvariousvaluesofbackgroundconstantv.

9. TrafficManagementflowchart.

10. . Background subtraction flowchart

11. Graphic User Interface

12. The concept of MITCS application

13. Autonomous area

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Abstract:
This paper suggests a new schema for applying the IoT (Internet of Things) to intelligent traffic
systems. The intelligent traffic system is implemented using road side units (RSU) with friction
monitoring, vehicles with environmental sensors and a database for data transfer through
different platforms. The system is able to collect sensor data from stationary RSU stations or
moving vehicles and store it to the database. The test results indicate that the developed IcOR
friction monitoring unit is able to distinguish the different road weather categories (ice, snow,
wet and dry asphalt) with sufficient accuracy. Communication is implemented using a V2I/I2V
IEEE 802.11p communication between RSUs and vehicles or 3G/4G mobile connections. In
this article, we describe an implemented IoT ITS concept with current real-life implementation
and future plans.
In recent years, Internet of Things (IoT) has become the hottest issues of Future Internet. It is
the most important concept of Future Internet for providing a common global IT Platform to
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combine seamless networks and networked things. However, there is a lack of common fabric
for integrating IoT with current Internet. That results the service providers and operators have
no definite specification to follow. In this study, we construct a simulated bootstrap platform to
provide the discussion of open challenges and solutions for deploying IoT in Future Internet.
The service providers and operators can estimate their migration to IoT by referring to our
experience and experiment results.
.

Problem Statement:
The Internet of Things (IoT) is a recent communication paradigm that envisions a near future,
in which the objects of everyday life will be equipped with microcontrollers, transceivers for
digital communication, and suitable protocol stacks that will make them able to communicate
with one another and with the users, becoming an integral part of the Internet.

1.1.

What is DSRC and RSU?

Dedicated short-range communications are one-way or two-way short-range to mediumrange wireless communication channels specifically designed for automotive use and a
corresponding set of protocols and standards
Vehicles, road side sensor systems and supporting road infrastructure systems gather everyday
information about the traffic environment. Installed road side systems are usually designed to
work independently and provide measurements to only a restricted number of end-users;
usually supporting road maintenance.

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In addition to road side sensor systems, new vehicles are equipped with several driver
assistance sensor systems that measure the environment outside the vehicle. Sensor
information to the driver from the traffic environment is limited to car sensors although new
mobile phones and navigators are capable of receiving information almost in real time. In
addition, new communication technologies like the IEEE 802.11p standard for vehicle to
vehicle to communication is available
Measurements from vehicles and RSU are visualized on a user-friendly map. Marking the
measurement location and measurements on a map does the visualization. The novelty of our
approach is on the schema of using existing sensor system and communication platforms to
implement an intelligent traffic system. Vehicle to vehicle communication with road friction
monitoring is also introduced in the WiSafeCar project [1]. Road weather monitoring from the
moving vehicle is introduced in same project [2]. V2I communication is used in the
INTERSAFE-2 project for I2V (Infrastructure to vehicle) communication [3]. The RSU is
based on ASSET concepts together with the IcOR road friction monitoring system

2. Analysis:
Vehicles and RSU collect measurements and calculate values to be stored in the database, or
send them using 802.11p communication. In addition, RSU allows direct access to
measurements and video images through an HMTL5 interface. The database enables the
provision of a map interface for mobile devices.

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Figure 1. High level system architecture with communication description.

The road side unit (RSU) takes images of the road section with a stereo camera and calculates
the road weather type with the use of the IcOR software developed by VTT. From the lookup
table, the system estimates the road friction based on the measurements. The installation of the
RSU unit is shown in Fig.2, i.e. installed on a motorway ramp to monitor the road section at
end of the ramp. The RSU is able to send measurements to vehicles through V2X
communication using CAM/DEMN messages and to the database using 3G mobile
connections. One RSU message contains the measured road condition, the friction value and
the GPS location of the device.

Vehicles can collect data with various sensors. The vehicle shown in Fig.3 can measure the air
and road surface temperature, ABS/ESP status, 3D-accelerations and the status of the
dashboard controls. In addition, the vehicle contains the same IcOR road friction detection
system as the RSU on the motorway ramp. Vehicles can communicate through V2X
communication using CAM/DEMN with RSU and other vehicles nearby. In addition, vehicles
communicate with the database using mobile 3G connections.

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The database is used to store all the measurements from the vehicles and RSU. The intelligent
traffic system database contains weather information from environmental sensors combined
with data from vehicle sensors. It is possible to extend the database so it would contain more
accurate information about, for instance, traffic flows, for emission calculations.
The IoT ITS Pilot uses and provides the user interface for nomadic devices (i.e. smartphones)
for which the penetration is expected to increase in the near future. This will expand
cooperative systems to cover users more specifically, instead of just the vehicles and the
infrastructure.
The user interface (Fig 2) shows the locations of vehicles and RSUs (as red, blue, and gray
dots). The user can select a specific unit by clicking on the dot to see more information, i.e. the
road condition or friction value

Figure 2. Measurements visualized on a mobile interface.

3. Design:

3.1.

Implementing Intelligent Traffic Control System for Congestion Control,

Ambulance Clearance

The current problem section, it can be seen that, existing technologies are insufficient to handle
the problems of congestion control, emergency vehicle clearance, stolen vehicle detection, etc.
To solve these problems, we propose to implement our Intelligent Traffic Control System. It
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mainly consists of three parts. First part contains automatic signal control system. Here, each
vehicle is equipped with an RFID tag. When it comes in the range of RFID reader, it will send
the signal to the RFID reader. The RFID reader will track how many vehicles have passed
through for a specific period and determines the congestion volume. Accordingly, it sets the
green light duration for that path. Second part is for the emergency vehicle clearance. Here,
each emergency vehicle contains ZigBee transmitter module and the ZigBee receiver will be
implemented at the traffic junction. The buzzer will be switched ON when the vehicle is used
for emergency purpose. This will send the signal through the ZigBee transmitter to the ZigBee
receiver. It will make the traffic light to change to green. Once the ambulance passes through,
the receiver no longer receives the ZigBee signal and the traffic light is turned to red. The third
part is responsible for stolen vehicle detection. Here, when the RFID reader reads the RFID
tag, it compares it to the list of stolen RFIDs. If a match is found, it sends SMS to the police
control room and changes the traffic light to red, so that the vehicle is made to stop in the
traffic junction and local police can take appropriate action. List of components used in the
experiment are CC2500RF module, Microchip PIC16F877A, RFID Reader125KHzTTL and
SIM300 GSM module. Figure 2 shows the pin diagrams (or pictures) of components used.
A. ZigBee Module CC2500
The CC2500 is a RF module and has transreceiver, which provides an easy way to use RF
communication at 2.4 GHz. Every CC2500 is equipped with the microcon- troller (PIC
16F877A), which contains Unique Identification Number (UIN). This UIN is based on the
registration num- ber of the vehicle. One of the most important features is serial
communication without any extra hardware and no extra coding. Hence, it is a transreceiver as
it provides com- munication in both directions, but only one direction. The microcontroller and
CC2500 always communicate with the A. ZigBee Module CC2500
The CC2500 is a RF module and has transreceiver, which provides an easy way to use RF
communication at 2.4 GHz. Every CC2500 is equipped with the microcon- troller (PIC
16F877A), which contains Unique Identification Number (UIN). This UIN is based on the
registration num- ber of the vehicle. One of the most important features is serial
communication without any extra hardware and no extra coding. Hence, it is a transreceiver as
it provides com- munication in both directions, but only one direction. The microcontroller and
CC2500 always communicate with the microcontroller via serial communication. Rx pin of
CC2500 is connected to Tx (RC6) of microcontroller and Tx pin of CXC2500 is connected to
Rx pin of microcontroller (RC7). Other two pins are used to energize transreceiver. It is used to
transmit and receive the data at 9600 baud rate. Figure 4.1.a shows the image of transreceiver.
Here, we uses CC2500 ZigBee module and it has transmission range of 20 meters.
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B. Microcontroller (PIC16F877A)
Peripheral Interface Control (PIC) 16F series has a lot of advantages as compared to other
series. It executes each instruction in less than 200 nanoseconds. It has 40 pins and has 8K
program memory and 368 byte data memory. It is easy to store and send UINs. At the junction,
it is easy to store large number of emergency vehicles. Before switching to green, it should
satisfy all the conditions. Simple interrupt option gives the advantage like jump from one loop
to another loop. It is easy to switch any time. It consumes less power and operates by vehicle
battery itself without any extra hardware. Figure 2.b shows the PIN Diagram of PIC16F877A.
C. GSM Module SIM 300
Here, a GSM modem is connected with the microcontroller. This allows the computer to use
the GSM modem to com- municate over the mobile network. These GSM modems are most
frequently used to provide mobile Internet connectivity, many of them can also be used for
sending and receiving SMS and MMS messages. GSM modem must support an extended AT
command set for sending/receiving SMS messages. GSM modems are a cost effective
solution for receiving SMS mes- sages, because the sender is paying for the message delivery.
SIM 300 is designed for global market and it is a tri-band

Fig.3(a)ZigBeemoduleCC2500.(b)PindiagramofPIC16F877A.(c)GSMModuleSIM300.
(d)RFIDreader125kHzTTL.
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GSM engine. It works on frequencies EGSM 900 MHz, DCS 1800 MHz and PCS 1900 MHz.
SIM300 features GPRS multi-slot class 10/ class 8 (optional) and supports the GPRS coding
schemes. This GSM modem is a highly flexible plug and play quad band GSM modem,
interface to RS232, it supports features like voice, data, SMS, GPRS and inte- grated TCP/IP
stack. It is controlled via AT commands (GSM 07.07,07.05 and enhanced AT commands). It
uses AC DC power adaptor with following ratings DC Voltage: 12V/1A.
D. RFID Reader125 kHzTTL
Radio Frequency Identification (RFID) is an IT system that transmits signals without the
presence of physical gadgets in wireless communication. It is categorized under automatic
identification technology, which is well established protocol. The working of an RFID system
is very simple. The system utilizes tags that are attached to various components to be tracked.
The tags store data and information concerning the details of the product of things to be traced.
The reader reads the radio frequency and identifies the tags. The antenna provides the means
for the integrated circuit to transmit its information to the reader. There are two types of RFID
categories, active and passive tags. The tags that do not utilize power are referred to as passive
and they are driven by an antenna that enables the tag to receive electromagnetic waves from a
reader. On the contrary, active tags rely on power and they have inbuilt power sources that
enable it to send and receive signals from RFID reader. RFID range depends on transmit
power, receive sensitivity and efficiency, antenna, frequency, tag orientations, surroundings.
Typically, the RFID range is from a few centimeters to over hundred meters. RFID reader uses
frequency 125 KHz with a range of 10 cm.
A. Automatic Signal Control System
In this module, for experiment purpose, we have used passive RFID tags and RFID reader with
frequency 125 KHz. RFID tag, when vehicle comes in the range of the receiver will transmit
the unique RFID to the reader. The microcontroller connected to the RFID reader will count
the RFID tags read in 2 minute duration. For testing purpose, if the count is more than 10, the
green light duration is set to 30 seconds, if count is between 5 and 9, the green light duration is
set to 20 seconds. If the count is less than 5, the green light duration is set to 10 seconds. The
red light duration will be for 10 seconds and orange light duration will be for 2 seconds. Figure
3 implementation for automatic signal control and stolen vehicle detection system.
B. Stolen Vehicle Detection System

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In this module, for testing purpose, we compare the unique RFID tag read by the RFID reader
to the stolen RFIDs stored in the system. If a match is found, then the traffic signal is
immediately turned to red for a duration of 30 seconds. Also an SMS is sent specifying the
RFID number by using SIM300 GSM module. The LCD display will indicate that stolen
vehicle is present as shown in Figure

fig4PINDiagramforautomaticsignalcontrolandstolenvehicledetectionsystem.

3.2.

DESIGN OF INTELLIGENT TRAFFIC LIGHT CONTROLLER USING

EMBEDDED SYSTEM

The proposed operations of Intelligent Traffic Light Controller are shown in Figure 1. In this
figure the junctions are shown by letters A to F. The Infrared Sensors to detect vehicles is
mounted on road. The presence or absence of a vehicle is sensed by a sensor assembly
mounted on each road. This acts as an input to the ITLC unit. This input signal indicates the
length of vehicles on each road. The ITLC unit generates output signals for Red, Green and
Orange Signal and monitor their timings taking into considerisation the length of vehicles on
each road. The same information is transmitted to the mobile user which will request for
congestion status. If a vehicle driver at junction send sms on GSM mobile phone to ITLC unit,
the driver will get message indicting congestion status of road. In this case it will inform that
junction A is congested and the best possible route at this instant is Route 1 via junction E. In
addition to above, in the emergency mode, for a vehicle like ambulance, fire fighter or police
car, the signals are altered for the fast and easy movement of these vehicle. Consider Figure 1,
if an emergency vehicle is passing by the route A-B-C-F, the signals on the roads which are
crossing this route will be immediately made red to stop vehicles on these routes. This is a very
important feature which is very useful in case of emergency.
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The basic operation of ITLC can be realized by using embedded system which has advantages
of simplicity, user friendly, easily programmable and a facility for GSM mobile interface. In
our proposed model the basic operations are implemented using Microcontroller89c51AT. The
main reason for selecting this microcontroller is ease of programming, sufficient number of
input output lines, manageable size of RAM and ROM and simple architecture. The block
diagram of the proposed model is shown in Figure 2. The heart of the system is microcontroller
AT89c51. For communicating with the external signals additional ports and multiplexers are
used. Additional RAM and ROM are used for storing system program and application
program. The block diagram consists of the microcontroller, input switching matrix, serial
communication interface, GSM interface, Real Time Clock 1307, Clock circuit, Relay Driver
ULN 2003, LED interfacing circuit.
The signals from sensor assembly will be applied to input switching circuit. These input signals
from sensors will be in the form of digital signals which corresponds to presence or absence of
a vehicle. These digital signals from each lane will be given to the input port of
microcontroller, where the microcontroller will determine the length of vehicle at each lane.
This information is the input to microcontroller to determine various timing signals. The on
and off time of the four junctions will be calculated by microcontroller, in order to keep
waiting time minimum. These signals will be applied to two relay drivers which consist of
ULN 2003. These relay drivers are level shifters and current amplifiers. The output of relay
driver is applied to Red, Green and Orange LED at each junction. IC 24C61 is used for I2C
interface. One LCD Display will be provided with each signal. LCD Display is shown only for
prototype mode LCD Display will indicate the contract LED displays are to be used, which
will be visible time left for the signal to become green i.e. it indicates the time from a longer
distance.a vehicle has to wait at a particular junction.

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fig5BlockSchematicofIntelligentTrafficLightControllerwithGSMInterface.

Microcontroller is programmed using Assembly Language. Separate routines are written for
Input section, Relay drivers, LCD Display, GSM interface. All routines are integrated with the
main logic of the system which determines the timing interval at each junction

CCN Traffic Optimization for IoT

The Content-Centric Networking (CCN) recently re- ceived a lot of attention thanks to its
elegant way to optimize content diffusion at the scale of Internet. However, communica- tions
occurring at the edge of Internet, in particular the Internet of Things (IoT), are also a vivid
research topic. Even if CCN was not initially designed to optimize the specific traffic pattern of
the IoT, it can be improved to better support these new CCN is well suited for distributed
environments where each node plays a role in the routing decisions. A node interested in a
given content (consumer) sends an interest request which is forwarded until another node can

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satisfy it (producer) by sending a data message using the reverse path. Each CCN node
maintains three vital types of information:
. Problem definition
A common IoT deployment is composed of communicating things in a dedicated network.
Thanks to gateways, such a network is interconnected to the Internet. However, things tends
also to be more and more directly connected, especially using cellular networks, like
smartphones or connected cars.
We promote the use of CCN for low power devices. CCN considers every node as a router and
so enhances direct neigh- bor to neighbor communications as in Figure 1. In addition, CCN is
designed to be incrementally deployed beside IP which is necessary for traversing non-CCN
paths.
However, this paper focuses on the low power devices at left hand in Figure 1. As highlighted
before, CCN is well designed for distributed environments. Data-centric approaches are helpful
for saving resources while the issue of a flat naming scheme is addressed with CCN. In
addition, the mechanisms of CCN can route interests in parallel on multiple paths and faces
(and so communication medium) which thus helps to improve the QoS (opportunistic routing).
Besides, the meaningful nam- ing scheme enables new context-aware routing features[10].
These low power networks are composed of information producers (like sensors) requested by
low power devices (like actuators) and other Internet devices (servers, smartphones, etc).
Therefore, a single information producer may have several information consumers desiring
different granularities. As an example, a temperature sensor can send information to a fire
detection system at a high frequency, every 10 seconds, but such an information provided only
every 5 minutes is enough for automatically adjusting a heating system.
Therefore, the information should not be multi-casted to every consumer at the same regularity
to limit the commu- nication overhead. Sending information temperature every 10 seconds
during five minutes represents an overhead of 29 useless messages which can be forwarded
through multiple paths and so consume even more resources.
The general scenario is depicted in Figure 2 where there is an intermediate CCN node Ri which
has to forward the
information from M producers transmitted by a previous router Ri1 towards K destinations
which are accessible through other downstream nodes like Ri+1. The upstream and
downstream routers can be also other producers or consumers as highlighted before. To reduce
the number of messages forwarded by Ri, we consider a sub problem qualified as local
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regarding one router and one producer. Resolving the more general problem with multiple
producers consists in resolving multiple times the previous problem.
Formally, the problem is defined as follows. Assuming (1) an intermediate node, a router Ri,
(2) one producer P able to send an information inf every x seconds, (3) N consumers C =
c1, . . . , cN and (4) that each consumer ci is interested to have inf every xii seconds where ii
N (sampling period), the goal is to minimize the number of messages sent by Ri. Since each
sensor node has a limited capacity, this optimization can only use a limited number of
additional resources Capi. This assumes that a proportion of resources is already reserved for
the common CCN operations.
SAMPLING OPTIMIZATION A. Basic Forwarding strategies
In the following discussions, the targeted router for sam- pling optimization purposes is Ri and
the considered producer is P. For sake of clarity, only one content is supposed for this producer,
named Pcontent , but the approach can be easily applied in parallel to different contents.
By definition, CCN nodes are stateful and only forward data on the back path if an interest was
emitted beforehand. Therefore, a basic usage of CCN requires that information consumers
directly request producers as illustrated in figure 3(a). This strategy is called pull and allows
CCN to send data only when needed (on demand delivery) but the initial interest packet
represents an overhead. However, an interest is not forwarded if a previous similar one has
been already sent, and a given data message is sent only once per face which is then multicasted by design. The producer also needs to initialize the FIB of the CCN nodes by
announcing the hosted content. Such a step is not considered in the overhead computation
because it is required only once.
Pushing data over CCN was envisioned in [2] which describes potential solutions and finally
ends up designing a publish-subscribe mechanism where a node interesting in a certain content
can subscribe for it, but in this case the diffusion is still based on IP. In this paper, we consider
a strategy, push where data is directly transmitted using the FIB. In fact, the subscription is
done in the same way that the registration of contents populating the FIB and the sensors data
dissemination is similar to the propagation of interests. In particular, sensorsdata are not
cached and corresponds to a one-way message. To do so, a simple option is to disseminate such
very

small

and

ephemeral

data

directly

inside

interests

like

for

example

/roomA/temperature/ts=10/value=20 assuming that the temperature sensor has registered the

content /roomA/temperature/. Such an interest is forwarded using the FIB but without creating
any entry in the PIT, since no data will be sent back. This can be easily done using a flag in the
content name or in the interest header. However, a main advantage of creating an entry in the
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PIT, in the common usage of CCN, is to avoid routing loops. Unlike [2] that uses standard IP
unicast for avoiding routing loop, we propose to use a timestamp, ts, in the content name in
conjunction with a new field in the FIB called last seen in order to route only the latest content,
which is the most valuable. Every new transmission for a given content will be checked against
the last seen value. More recent data will be forwarded while older obsolete ones will be
discarded, thus avoiding loops and saving bandwidth.
Hence, we assume our aforementioned mechanism. This corresponds to data messages
forwarded in Figure 3(b). However, since the information is transmitted regularly and
independently of the demands, each value out of the sampling period (ii) of a consumer ci is
dropped and represents an over- head of useless messages. Such a mechanism is comparable to
use IP multi-cast where data is forwarded to all subscribers.

fig 6 (a) Optimization problem

(b)Ondemandnotification(pull)(c)Subscriptionbased
mechanism(push)

B. Optimal Forwarding strategy

To reduce the message overhead in an optimal way, the goal is to combine the advantage of
both pulling and pushing modes. The router should only forward data to Ci in pushing mode at
the period t only if Ci has expressed its interest regarding this period: t is a multiple of the
sampling period ii. Hence, when the consumers subscribe, they have to specify their sampling
period such that Ri can keep track of it thanks to a dedicated counter. This is shown in Figure
4(a) where C1 Subscribes to P(name) whit i1 = 2. As highlighted, the counter is directly
inserted in the FIB and updated each time a message of the subscribed data arrives.

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However, this optimal strategy needs one counter per subscription. The additional resources
Capi are considered in terms of number of available counters, independently of the
implementation. To limit the number of messages, identical messages are combined into one.
Assuming i1 = 2 and i2 = 3, the sixth produced message is not forwarded twice as D1 and D2
but only once as D1+2 meaning that this data serves both C1 and C2. The different notations of
the same message just help in identifying the purpose of the message. In fact, all these
messages are exactly the same and will be forwarded to both consumers thanks to the
propagation mechanism of CCN, which makes feasible the use of a single message D1+2. This
simple mechanism is also applied to the other strategies described in the next section.
The optimal strategy (one counter per content per con- sumer) cannot be applied with a fixed
Capi value because the number of subscriptions can be very large and the sensors resources
are very limited. While not being practical, this strategy is considered as the baseline for
evaluating the performances of the other ones.

(a)Simplefiltering(b)GCDbasedoptimisation(c)Usingmultiplecountersin
IST

Fig.7:Samplingoptimization

VisionBasedIntelligentTrafficManagementSystem(DSC)
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Vision based intelligent traffic management system is a robust framework that manages the on
road traffic flow in real time by estimating traffic density near traffic signals. We have
proposed a simple yet efficient algorithm to calculate the number of vehicles at various signals
on a road to efficiently manage the traffic by controlling traffic signals to avoid congestion and
traffic jam. The proposed system works by detection of vehicles in video frames acquired by
cameras installed on roads and then perform accurate counting of vehicles at the same time.
Dynamic background subtraction technique and morphological operations for vehicle detection
have been used to achieve better detection efficiency. In order to attain accurate vehicle count
in least possible time, we have used Region of Interest based method for vehicle calculation.
The proposed framework is designed and implemented in several simulation test cases. It is
expected that this work will provide an insight into the design and development of traffic
signaling based system and also serves as a basis for practical implementation of a computer
vision technology in real- time environment. Furthermore, this work also contributes to new
design schemes to increase traffic signaling systems intelligence.
We have used the dynamic background subtraction method for vehicle detection in a video
sequence. For density estimation, we have defined a region of interest in which the system
calculates no. of vehicles in that particular frame.
A. Vehicle detection
As described above that we have implemented Dynamic background subtraction for vehicle
detection. In this method we use to extract the first frame of the video and consider it as our
background then this background is dynamically updated according to the formula
bgn = (gray * v) * (bgn-1 * (1-v)) (1)

fig8(a)Forv=0.2(b)Forv=0.5(c)Forv=0.9
.DynamicallyUpdatedBackgroundsforvariousvaluesofbackgroundconstantv

In Equation bgn-1 is previous background image, bgn is updated background, gray is

original video frame and v is dynamic background constant.

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The value of dynamic background constant is adjustable and ranges from 0 to 1. The value of
background constant is tuned according to ifferent working scenarios. If the value of
background constant is adjusted near 0, the updated background has increased impact of
previous frames with a certain weight and vice versa. The elaboration of this background
constant is shown in figure
This background subtraction mechanism can also be done by using static background i.e. by
using a constant background image, but this technique is overturn by intensity changes as light
is the major factor for effecting the image brightness and quality. So this factor has been
efficiently overcome by dynamic enhancement of background image. As the background
updates with every incoming frame, so, it easily compensates for light fluctuations and weather
conditions. This updated background is subtracted from current frame to identify the moving
object in a certain frame.

Figure9.Backgroundsubtractionflowchart.

Figure10.TrafficManagementflowchart.

a. Pre Processing
Incoming video frames are pre-processed and enhanced in order to remove noise i.e. salt and
pepper noise. This noise is voided by using morphological operations. This step is really
important as it decreases the chances of false detection.
b. Background Subtraction
Background subtraction is an important part of our algorithm because at this vehicle is detected
from an image sequence. Background subtraction is carried out by taking the difference of preprocessed video frame from dynamically updated background. The dynamically updated
background is used for each video frame to achieve high detection efficiency.

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B. Density Estimation
Vehicle counting has been done for those vehicles that pass through a defined area of interest.
This requires less processing as the system does not need to process whole frame for counting
vehicles. When an object is detected in that area of interest, an indicative rectangle is plotted
around it. When a detected object enters in the defined region of interest, another indicative
rectangle is plotted at its boundary vehicles counter is incremented. An important reason for
carrying out this step is to avoid multiple counting of a single vehicle in a video frame.
C. Traffic management
The vehicle count value is updated at the processing hardware after a regular interval of time.
Signal controlling algorithm works on the basis of updated vehicle count. It controls the
electronic traffic
signals according to number of vehicles on all roads, connecting at a specific central point like
a square.

Figure11:GraphicUserInterface

Fault detection capability is also incorporated in this system. There may be an occasion when
camera might fail or due to very poor lighting or weather condition the captured video is not
good enough to get processed for traffic density estimation. In these cases system detects
irregular traffic patterns or it looks for no vehicle detection in the frames for a longer period of
time. If this situation occurs, the system shifts all electronic signals to fixed times and traffic
signals work in conventional way.

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4. Implementation: The New Intelligent Traffic Control System for Taiwan

Ethernet over FiIn Taiwan, the first traffic control system was built in Taipei City some twenty
years ago. Thissystem has not been upgraded in line with the progress in information and
communicationtechnologies. Although new systems have been introduced in other areas of
Taiwan, their framework,function, and control devices are similar to thoseused in Taipei. The
gap between traffic control system andinformation and communication technologies prevents
traffic control systems from benefiting from the advantages of information and communication
technologies, such as devices thatare compact, thin, mobile wireless and so on

T
Figure 12. The concept of MITCS application
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Non-intrusive vehicle detector, such as optical vehicle detector used in this system, collects
immediate traffic parameters, such as cycle length,split, and offset of traffic light indication,
from the intersections in the same group for the controllers to determine optimal control
Virtual Traffic Police (VTP)
VTP is a fault tolerance which can interconnectadjacent traffic signal controllers to construct a
small-scale control group and implement traffic control when the connections between
controllersand control center are interrupted.
Status Monitor Agent (SMA)
SMA consists of the status monitoring and exception handling procedures which monitor
thesoftware and hardware of MITCS to prevent unstable execution. These procedures keep the
system at work for optimal traffic control. SMA reports malfunctions to control center via VTP,
asshown in Figure 6. Alerts may be issued for thefollowing:
.

The execution of software system

The operation of hardware devices

C. Traffic Control Integration Module (TCIM).
TCIM integrates traffic signal, changeablemessage sign, closed-circuit television, vehicle
detector, and intelligent algorithms to manage thetraffic approaching an intersection. TCIM
allows MITCS to easily install any control device, similar to adding a printer to a desktop
personal computer system. TCIM can also self evaluate traffic dynamics to organize adjacent
intersections into thesame control group for group/area control.

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Figure 13. Autonomous area

5. Future Work:
FutureInternet
In the future, people and objects will be connected anytime, anyplace, with anything, anyone,
and appropriately utilizing any network and any service. The basic consist of Future Internet in
which is composed of IoT (Internet of Things), IoM (Internet of Media), IoS (Internet of
Services) and IoE (Internet of Enterprises)
Applications of Wireless Sensor Network in Intelligent Traffic System

Recently, there is a strong interest in developing wireless sensor network (WSN) techniques
and important applications for moving vehicles, to enable WSN communication between
roadside and vehicles or between vehicles. WSN collect data to base station by deploying
sensor nodes that arrange themselves in certain region it is difficult to add energy while the
nodes move and deploy, so saving energy is very important in wireless VSNs

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.

6. References:
.

[1]. T. Sukuvaara, P. Nurmi, M. Hippi, R. Autio, D. Stepanova, P. Eloranta, L. Riihentupa and

K. Kauvo, Wireless traffic safety network for incident and weather information, 1st ACM
International Symposium on Design and Analysis of Intelligent Vehicular Networks and
Applications [DIVANet'11, Miami, FL, 4 November 2011]

[2]. M. Kutila, P . Pyyknen, K. Kauvo, and P . Eloranta, In-vehicle sensor data fusion for
road friction monitoring, IEEE 7th International Conference on Intelligent Computer
Communication and Processing (2011 IEEE ICCP) [Cluj-Napoca, Romania, 25-27 Aug. 2011.
IEEE (2011)]

[3]. G. Varaprasad and R. S. D. Wahidabanu, Flexible routing algorithm for vehicular area
networks, in Proc. IEEE Conf. Intell. Transp. Syst. Telecommun., Osaka, Japan, 2010, pp. 30
38.
[5] B. P. Gokulan and D. Srinivasan, Distributed geometric fuzzy mul- tiagent urban traffic
signal control, IEEE Trans. Intell. Transp. Syst., vol. 11, no. 3, pp. 714727, Sep. 2010.
[6]. [1] Liu, Routing finding by using knowledge about the road network,
IEEE Transactions on System, man, and Cybernetics- Part A: Systems and
Humans. Vol. 27 No. 4, 1997, pp 425-430.

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[7]. "Task 1 - Traffic Management Studies for Reconstruction High-Volume Roadways,"

Innovative Pavement Research Foundation, The Texas Transportation Institute, Texas A&M
University System, College Station, Texas, 2002.
[8]. G. Montenegro, N. Kushalnagar, J. Hui, and D. Culler, Transmission of ipv6 packets over
ieee 802.15.4 networks, 2007. [Online]. Available: http://tools.ietf.org/html/rfc4944

[9]. A. Carzaniga, M. Papalini, and A. L. Wolf, Content-based pub- lish/subscribe networking

and information-centric networking, in ACM SIGCOMM workshop on Information-centric
networking ICN, 2011

[10]. A.Prati, I. Mikic, R.Cucchiara and M.M Trivedi, Analysis and detection of shadows in
video streams, IEEE Computer Vision and Pattern Recognition Confrence,Volume:2, 8-14
December, 2001.

[11]. C.Papageorgiou and T.Poggio. A trainable system for object detection, Int Journal of
Computer Vision, 38:15-33, 2000.

[12]. Department of Transportation, Taiwan, NTCIP-compatible wireless ATMS 1 & 2, 20052006.

[13]. Fongray Frank Young, Jhao-You Hong, Liang-Tay Lin and Jim-Min Lin, "Investigation
Studies for Hierarchical ZigBee WiMAX Combined Networks.", Fourth Workshop on Wireless
Ad Hoc and Sensor Networks, pp. 117-123, 2008

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