[lecture notes in computer science] progress in artificial intelligence volume 5816 ||

Lecture Notes in Artificial Intelligence 5816Edited by R. Goebel, J. Siekmann, and W. Wahlster

Subseries of Lecture Notes in Computer Science

Lus Seabra Lopes Nuno LauPedro Mariano Lus M. Rocha (Eds.)

Progress inArtificial Intelligence

14th Portuguese Conferenceon Artificial Intelligence, EPIA 2009Aveiro, Portugal, October 12-15, 2009Proceedings

13

Series EditorsRandy Goebel, University of Alberta, Edmonton, CanadaJrg Siekmann, University of Saarland, Saarbrcken, GermanyWolfgang Wahlster, DFKI and University of Saarland, Saarbrcken, Germany

Volume Editors

Lus Seabra LopesNuno LauPedro MarianoDepartamento de Electrnica, Telecomunicaes e InformticaUniversidade de AveiroAveiro, PortugalE-mail: {lsl, nunolau, plsm}@ua.ptLus M. RochaSchool of Informatics & ComputingCognitive Science ProgramIndiana University, Bloomington, IN, USAE-mail: [email protected]

Library of Congress Control Number: 2009935766

CR Subject Classification (1998): I.2, J.4, H.3, H.5.2, I.5, I.4, K.4, K.3LNCS Sublibrary: SL 7 Artificial Intelligence

ISSN 0302-9743ISBN-10 3-642-04685-1 Springer Berlin Heidelberg New YorkISBN-13 978-3-642-04685-8 Springer Berlin Heidelberg New York

This work is subject to copyright. All rights are reserved, whether the whole or part of the material isconcerned, specifically the rights of translation, reprinting, re-use of illustrations, recitation, broadcasting,reproduction on microfilms or in any other way, and storage in data banks. Duplication of this publicationor parts thereof is permitted only under the provisions of the German Copyright Law of September 9, 1965,in its current version, and permission for use must always be obtained from Springer. Violations are liableto prosecution under the German Copyright Law.springer.com

Springer-Verlag Berlin Heidelberg 2009Printed in Germany

Typesetting: Camera-ready by author, data conversion by Scientific Publishing Services, Chennai, IndiaPrinted on acid-free paper SPIN: 12767465 06/3180 5 4 3 2 1 0

Preface

The 14th Portuguese Conference on Articial Intelligence, EPIA 2009, took placeat Hotel Melia Ria, in Aveiro, Portugal, in October 1215, 2009. This interna-tional conference was organized by the University of Aveiro and, as in previousyears, was held under the auspices of the Portuguese Association for ArticialIntelligence (APPIA). The purpose of EPIA 2009 was to promote research in allareas of Articial Intelligence (AI), covering both theoretical/foundational issuesand applications, and to encourage the scientic exchange among researchers,engineers and practitioners in related disciplines.

To promote discussions among participants, EPIA 2009 was structured asa set of thematic tracks proposed by the international AI research community.Thematic tracks are intended to provide an informal environment that fostersthe active cross-fertilization of ideas between researchers within specic sub-areas of AI, including theoretical/foundational, integrative, application-orientedand newly emerging areas. The proposals received in response to a public Call forThematic Tracks were evaluated by the Program Chair and the General Chairsin consultation with the Advisory Committee. The following tracks were selectedand included in the conference program:

AITUM Articial Intelligence in Transportation and Urban MobilityALEA Articial Life and Evolutionary AlgorithmsCMBSB Computational Methods in Bioinformatics and Systems BiologyCOLA Computational Logic with ApplicationsEAC Emotional and Aective ComputingGAI General Articial IntelligenceIROBOT Intelligent RoboticsKDBI Knowledge Discovery and Business IntelligenceMASTA Multi-Agent Systems: Theory and ApplicationsSSM Social Simulation and ModellingTEMA Text Mining and ApplicationsWNI Web and Network Intelligence

Each track was coordinated by an Organizing Committee composed of, atleast, two researchers in the eld, from dierent institutions. An internationalProgram Committee, with recognized researchers within the tracks scienticareas, was created.

In response to the Call for Papers, a total of 163 paper submissions were re-ceived from 21 countries, namely Australia, Austria, Belgium, Brazil, Bulgaria,Cuba, France, Germany, Hungary, India, Iran, Italy, Kuwait, The Netherlands,Portugal, Singapore, Spain, Taiwan, Tunisia, UK and USA. All submissions were

VI Preface

evaluated by at least three members of the Program Committees of the respec-tive tracks and were selected for presentation at the conference on the basis ofquality and relevance to the issues addressed in the track. The present volumecontains a selection of higher quality full papers presented in the dierent tracks.These papers are organized in chapters, one for each track. The numbers of sub-mitted papers in each track and the respective numbers of papers accepted forthis volume are given in Table 1. The overall acceptance rate for this volumewas 33.7%. All remaining papers presented at the conference are included in aseparate proceedings volume published by the University of Aveiro.

Table 1. Numbers of submitted and selected papers.

submitted selected

AITUM 11 3ALEA 12 3CMBSB 5 2COLA 10 5EAC 7 3GAI 11 3IROBOT 27 10KDBI 17 7MASTA 22 7SSM 10 4TEMA 25 7WNI 6 1

Total 163 55

This edition of EPIA featured, for the rst time, a Nectar Track, that is, a setof plenary sessions with a selection of top-quality papers accepted in the dierenttracks. The Nectar Track aims to promote the dissemination of informationbetween research groups with dierent interests within the AI eld, as well as thecooperation between dierent research groups and the development of integrativeresearch projects. The Nectar Track also aims to provide increased visibility tosome of the best papers in the conference program and, in so doing, provide ageneral view of the AI eld and its current hot topics. After consultation withthe EPIA 2009 Advisory Committee, the following papers were included in theNectar Track:

A Data-Based Approach to Integrating Representations of PersonalityTraits, Values, Beliefs and Behavior Descriptions, by Boon-Kiat Quek, KayoSakamoto, and Andrew Ortony

Comparing Dierent Properties Involved in Word Similarity Extraction,by Pablo Gamallo Otero

Constraint-Based Strategy for Pairwise RNA Secondary Structure Predic-tion, by Olivier Perriquet and Pedro Barahona

Preface VII

Cost-Sensitive Learning Vector Quantization for Credit Scoring, by NingChen, Armando S. Vieira, Joao Duarte, Bernardete Ribeiro, and Joao C.Neves

Ecient Coverage of Case Space with Active Learning, by Nuno FilipeEscudeiro and Alpio Mario Jorge

How Much Should Agents Remember? The Role of Memory Size on Con-vention Emergence Eciency, by Paulo Urbano, Joao Balsa, Paulo FerreiraJr., and Luis Antunes

Roles, Positionings and Set Plays to Coordinate a RoboCup MSL Team,by Nuno Lau, Lus Seabra Lopes, Nelson Filipe, and Gustavo Corrente

Semantic Image Search and Subset Selection for Classier Training in Ob-ject Recognition, by Rui Pereira, Lus Seabra Lopes, and Augusto Silva

Sensitivity Analysis of a Tax Evasion Model Applying Automated Designof Experiments, by Attila Szabo, Laszlo Gulyas, and Istvan Janos Toth

Type Parametric Compilation of Algebraic Constraints, by Marco Correiaand Pedro Barahona

Using Operator Equalisation for Prediction of Drug Toxicity with GeneticProgramming, by Leonardo Vanneschi and Sara Silva

In addition to the parallel sessions for the dierent tracks and the plenary nec-tar sessions, the program of EPIA 2009 included plenary talks by distinguishedresearchers in the AI eld, namely:

Hod Lipson, from Cornell University, with a talk on The Robotic Scien-tist: Mining Experimental Data for Dynamical Invariants, from CognitiveRobotics to Computational Biology.

Marie-Francine Moens, from the Katholieke Universiteit Leuven, with a talkon More than Just Words: Discovering the Semantics of Text with a Mini-mum of Supervision.

Demetri Terzopoulos, from the University of California, Los Angeles, witha talk on Articial Life Simulation of Humans and Lower Animals: FromBiomechanics to Intelligence.

Finally, the program of EPIA 2009 also included the 2nd Doctoral Symposiumon Articial Intelligence (SDIA).

EPIA 2009 was organized in cooperation with the Special Interest Groupon Articial Intelligence of the Association for Computing Machinery (ACM-SIGART) and the Portuguese Chapter of the IEEE Computational IntelligenceSociety. The conference was co-sponsored by the Portuguese Research Foun-dation (FCT) and IEEE Portugal Section. The participation of Demetri Ter-zopoulos as invited speaker was funded by the Organizing Committee of theALEA Thematic Track. We highly appreciate and thank the collaboration ofthe members of all committees, namely the Advisory Committee, the Organiz-ing Committees and the Program Committees of the dierent tracks and theOrganizing Committee of SDIA. We also thank invited speakers, authors, refer-ees and session chairs for their contributions to the conference program. Thanksare also due to Microsoft Research, for their Conference Management Service

VIII Preface

(CMT), which was freely used for managing the paper submission and evalua-tion processes in EPIA 2009. Last but not least, we thank Springer for publishingthis volume.

October 2009 Lus Seabra LopesNuno Lau

Pedro MarianoLus M. Rocha

EPIA 2009 Conference Organization

Conference Chairs

Lus Seabra Lopes Universidade de Aveiro, PortugalNuno Lau Universidade de Aveiro, PortugalPedro Mariano Universidade de Aveiro, Portugal

Program Chair

Lus M. Rocha Indiana University, USA

Advisory Committee

Salvador Abreu Universidade de Evora, PortugalPedro Barahona Universidade Nova de Lisboa, PortugalPavel Brazdil Universidade do Porto, PortugalLus Camarinha-Matos Universidade Nova de Lisboa, PortugalAmlcar Cardoso Universidade de Coimbra, PortugalHelder Coelho Universidade de Lisboa, PortugalLus Correia Universidade de Lisboa, PortugalErnesto Costa Universidade de Coimbra, PortugalGael Dias Universidade da Beira Interior, PortugalPedro Rangel Henriques Universidade do Minho, PortugalGabriel Pereira Lopes Universidade Nova de Lisboa, PortugalJose Manuel Machado Universidade do Minho, PortugalJose Maia Neves Universidade do Minho, PortugalArlindo Oliveira Universidade Tecnica de Lisboa, PortugalEugenio Oliveira Universidade do Porto, PortugalLus Moniz Pereira Universidade Nova de Lisboa, PortugalJose Carlos Prncipe University of South Florida, USACarlos Ramos Instituto Politecnico do Porto, PortugalManuel Filipe Santos Universidade do Minho, PortugalManuela Veloso Carnegie Mellon University, USA

Thematic Track Chairs

AITUMRosaldo Rossetti Universidade do Porto, PortugalRonghui Liu University of Leeds, UKElisabete Arsenio Laboratorio Nacional de Engenharia Civil, PortugalJorge Lopes BRISA S.A., Portugal

X Organization

ALEAAgostinho Rosa Universidade Tecnica de Lisboa, PortugalLus Correia Universidade de Lisboa, Portugal

CMBSBMiguel Rocha Universidade do Minho, PortugalRui Camacho Universidade do Porto, PortugalFlorentino Fdez-Riverola Universidad de Vigo, Spain

COLACarlos Viegas Damasio Universidade Nova de Lisboa, PortugalFernando Silva Universidade do Porto, Portugal

EACGoreti Marreiros Instituto Politecnico do Porto, PortugalAndrew Ortony Northwestern University, Chicago, USAAna Paiva Universidade Tecnica de Lisboa, PortugalLuis Antunes Universidade de Lisboa, Portugal

GAILus Seabra Lopes Universidade de Aveiro, PortugalNuno Lau Universidade de Aveiro, PortugalPedro Mariano Universidade de Aveiro, PortugalLus M. Rocha Indiana University, USA

IROBOTLus Paulo Reis Universidade do Porto, PortugalLus Correia Universidade de Lisboa, PortugalAntonio Jose Neves Universidade de Aveiro, Portugal

KDBINuno Marques Universidade Nova de Lisboa, PortugalPaulo Cortez Universidade do Minho, PortugalJoao Moura Pires Universidade Nova de Lisboa, PortugalLus Cavique Universidade Aberta, PortugalManuel Filipe Santos Universidade do Minho, PortugalMargarida Cardoso ISCTE, PortugalRobert Stahlbock University of Hamburg, GermanyZbigniew Michalewicz University of Adelaide, Australia

MASTAAna Paula Rocha Universidade do Porto, PortugalPaulo Urbano Universidade de Lisboa, PortugalCesar Analide Universidade do Minho, Portugal

Organization XI

SSMLuis Antunes Universidade de Lisboa, PortugalMarco Janssen Arizona State University, USAAntonio Rocha Costa Universidade Catolica de Pelotas, BrazilLaszlo Gulyas Lorand Eotvos University, Hungary

TEMAJoaquim Ferreira da Silva Universidade Nova de Lisboa, PortugalGabriel Pereira Lopes Universidade Nova de Lisboa, PortugalGael Dias Universidade da Beira Interior, PortugalVitor Jorge Rocio Universidade Aberta, Portugal

WNIAlpio M. Jorge Universidade do Porto, PortugalAlneu de Andrade Lopes Universidade de Sao Paulo, BrazilSolange Rezende Universidade de Sao Paulo, Brazil

Program Committee

AITUM

Ana Almeida, PortugalConstantinos Antoniou, USAAna Bazzan, BrazilMoshe Ben-Akiva, USACarlos Bento, PortugalJoao Bento, PortugalEduardo Camponogara, BrazilHussein Dia, AustraliaAlberto Fernandez, SpainFranziska Klugl, SwedenHenry Liu, USAKai Nagel, GermanyLus Nunes, PortugalEugenio Oliveira, PortugalLus Osorio, PortugalSascha Ossowski, SpainFrancisco C. Pereira, PortugalLus Paulo Reis, PortugalGiovanna Di Marzo Serugendo, UKAgachai Sumalee, Hong KongShuming Tang, ChinaJose Telhada, PortugalHarry Timmermans, The NetherlandsGiuseppe Vizzari, Italy

Fei-Yue Wang, USAGeert Wets, BelgiumDanny Weyns, BelgiumChris Zegras, USA

ALEA

Helio Barbosa, BrazilErnesto Costa, PortugalPeter Eggenberger, DenmarkCarlos M. Fernandes, PortugalCarlos M. Fonseca, PortugalInman Harvey, UKFrancisco Herrera, SpainColin G. Johnson, UKFernando Lobo, PortugalPedro Mariano, PortugalFernando M. Melicio, PortugalJose Ferreira Mendes, PortugalJuan Julian Merelo, SpainFrancisco B. Pereira, PortugalJose A. Pereira, PortugalVitorino Ramos, PortugalMarc Schonenauer, FranceSara Silva, PortugalMiroslav Snorek, Czech Republic

XII Organization

CMBSB

Alexessander Alves, UKPaulo Azevedo, PortugalPierre Baldi, USALourdes Borrajo, SpainPhilip Bourne, USAPavel Brazdil, PortugalChris Bystro, USAAndre Carvalho, BrazilVtor Santos Costa, PortugalFrancisco Couto, PortugalLuc Dehaspe, BelgiumFernando Diaz-Gomez, SpainInes Dutra, PortugalTimothy Ebbels, UKFazel Famili, CanadaEugenio C. Ferreira, PortugalNuno Fonseca, PortugalElaine Holmes, UKEva Iglesias, SpainHasan Jamil, USAAlpio M. Jorge, PortugalRosalia Laza, SpainRui Mendes, PortugalJose Mendez-Reboredo, SpainKiran Patil, DenmarkReyes Pavon, SpainEnrique C. Pelaez, SpainYonghong Peng, UKArlo Zan Randall, USAIsabel Rocha, PortugalLus M. Rocha, USAMarie-France Sagot, FranceSantiago Schnell, USAMario Silva, PortugalJorge Vieira, PortugalMohammed Zaki, USA

COLA

Salvador Abreu, PortugalManuel Ojeda Aciego, SpainJose Julio Alferes, PortugalGrigoris Antoniou, Greece

Vtor Santos Costa, PortugalBart Demoen, BelgiumInes Dutra, PortugalPaulo Gomes, PortugalGopal Gupta, USAPascal Hitzler, GermanyPriscila Lima, BrazilFrank Pfenning, USAEnrico Pontelli, USANuno Silva, PortugalUmberto Straccia, ItalyTerrance Swift, PortugalDavid Warren, USAGregory Wheeler, Portugal

EAC

Cesar Analide, PortugalLuis Antunes, PortugalRobert Axtell, USAWin Burleson, USALola Canamero, UKAmlcar Cardoso, PortugalCristiano Castelfranchi, ItalyHelder Coelho, PortugalNigel Gilbert, UKSamer Hassan, SpainJennifer Healey, USAIan Horswill, USAEva Hudlicka, USAJose Machado, PortugalGoreti Marreiros, PortugalStacy Marsella, USAJose Maia Neves, PortugalPaulo Novais, PortugalAndrew Ortony, USAAna Paiva, PortugalJuan Pavon, SpainPaolo Petta, AustriaBoon Kiat Quek, SingaporeCarlos Ramos, PortugalRicardo Santos, PortugalMichelle See, SingaporeJuan Velasquez, USAYinping Yang, Singapore

Organization XIII

GAI

Salvador Abreu, PortugalMichael Anderson, USAFrancisco Azevedo, PortugalPedro Barahona, PortugalCarlos Bento, PortugalLus Camarinha-Matos, PortugalAmlcar Cardoso, PortugalHelder Coelho, PortugalJonathan Connell, USAJuan Corchado, SpainLus Correia, PortugalAnna Really Costa, BrazilErnesto Costa, PortugalManuel Delgado, SpainGael Dias, PortugalInes Dutra, PortugalFlorentino Fdez-Riverola, SpainCipriano Galindo, SpainPedro Rangel Henriques, PortugalJoao Leite, PortugalGabriel Pereira Lopes, PortugalInes Lynce, PortugalJose Machado, PortugalRui Mendes, PortugalBernd Neumann, GermanyArlindo Oliveira, PortugalEugenio Oliveira, PortugalLuis Moniz Pereira, PortugalJose Carlos Prncipe, USARicardo Rabelo, BrazilCarlos Ramos, PortugalFariba Sadri, UKManuel Filipe Santos, PortugalPaulo Urbano, PortugalZita Vale, PortugalRosa Vicari, BrazilMichael Witbrock, USA

IROBOT

Cesar Analide, PortugalGabriella Sanniti Di Baja, ItalyStephen Balakirsky, USA

Jacky Baltes, CanadaReinaldo Bianchi, BrazilHans-Dieter Burkhard, GermanyCarlos Carreto, PortugalXiaoping Chen, ChinaLus Correia, PortugalAugusto Loureiro da Costa, BrazilJorge Dias, PortugalMarco Dorigo, BelgiumPaulo Goncalves, PortugalHuosheng Hu, UKNuno Lau, PortugalLus Seabra Lopes, PortugalAntonio Paulo Moreira, PortugalAntonio Jose Neves, PortugalUrbano Nunes, PortugalPaulo Oliveira, PortugalFernando Osorio, BrazilEnrico Pagello, ItalyFernando Lobo Pereira, PortugalArmando J. Pinho, PortugalMikhail Prokopenko, AustraliaLus Paulo Reis, PortugalFernando Ribeiro, PortugalMaria Isabel Ribeiro, PortugalMartin Riedmiller, GermanyJose Miguel Sanchiz, SpainEduardo Silva, PortugalArmando Sousa, PortugalGuy Theraulaz, FranceFlavio Tonidandel, BrazilPaulo Urbano, Portugal

KDBI

Antonio Abelha, PortugalVasilis Aggelis, GreeceVictor Alves, PortugalCarlos Alzate, BelgiumOrlando Belo, PortugalAgne`s Braud, FranceRui Camacho, PortugalLogbing Cao, AustraliaEmilio Carrizosa, SpainAndre Carvalho, Brazil

XIV Organization

Ning Chen, PortugalJose Costa, BrazilMario Figueiredo, PortugalCristian Figueroa-Sepulveda, ChileJoao Gama, PortugalPeter Geczy, JapanPaulo Gomes, PortugalPascal Hitzler, GermanyBeatriz De La Iglesia, UKWolfgang Jank, USAStephane Lallich, FrancePhilippe Lenca, FranceStefan Lessmann, GermanyWolfram-M. Lippe, GermanyVictor Lobo, PortugalJose Machado, PortugalErnestina Menasalvas, SpainArmando Mendes, PortugalPatrick Meyer, FranceJoao Pedro Neto, PortugalJose Maia Neves, PortugalFatima Rodrigues, PortugalJoaquim Ferreira da Silva, PortugalCarlos Soares, PortugalMurat Caner Testik, TurkeyTheodore Trafalis, USAArmando Vieira, PortugalGregory Wheeler, Portugal

MASTA

Cesar Analide, PortugalLuis Antunes, PortugalJoao Balsa, PortugalAna Bazzan, BrazilReinaldo Bianchi, BrazilLuis Botelho, PortugalAmlcar Cardoso, PortugalHelder Coelho, PortugalAntonio Rocha Costa, BrazilYves Demazeau, FranceVirginia Dignum, The NetherlandsEdmund Durfee, USAMichael Fisher, UKGraca Gaspar, Portugal

Marie-Pierre Gleizes, FranceWojtek Jamroga, GermanyNuno Lau, PortugalPaulo Leitao, PortugalJorge Louca, PortugalLuis Macedo, PortugalJose Machado, PortugalAndreia Malucelli, BrazilCarlos Martinho, PortugalJohn-Jules Meyer, The NetherlandsJorg Muller, GermanyPaulo Novais, PortugalLus Nunes, PortugalOliver Obst, AustraliaEugenio Oliveira, PortugalAndrea Omicini, ItalyJulian Padget, UKPaolo Petta, AustriaIsabel Praca, PortugalMikhail Prokopenko, AustraliaLus Paulo Reis, PortugalAna Paula Rocha, PortugalRosaldo Rossetti, PortugalJordi Sabater, SpainJaime Sichman, BrazilPaulo Urbano, Portugal

SSM

Frederic Amblard, FrancePedro Andrade, BrazilRobert Axtell, USAJoao Balsa, PortugalAna Bazzan, BrazilPedro Campos, PortugalAmlcar Cardoso, PortugalClaudio Cio-Revilla, USAHelder Coelho, PortugalNuno David, PortugalPaul Davidsson, SwedenGuillaume Deuant, FranceAlexis Drogoul, FranceJulie Dugdale, FranceBruce Edmonds, UKNigel Gilbert, UK

Organization XV

Nick Gotts, UKSamer Hassan, SpainRainer Hegselmann, GermanyWander Jager, The NetherlandsMichel Klein, The NetherlandsJorge Louca, PortugalFernando Neto, BrazilMario Paolucci, ItalyJuan Pavon, SpainCarlos Ramos, PortugalJuliette Rouchier, FranceKeith Sawyer, USAJaime Sichman, BrazilCarles Sierra, SpainElizabeth Sklar, USARon Sun, USAKeiki Takadama, JapanJan Treur, The NetherlandsKlaus Troitzsch, GermanyHarko Verhagen, Sweden

TEMA

Antonio Branco, PortugalPavel Brazdil, PortugalEric de la Clergerie, FranceGuillaume Cleuziou, FranceLuisa Coheur, PortugalWalter Daelemans, BelgiumGael Dias, PortugalAntoine Doucet, FranceTomaz Erjavec, SloveniaPablo Gamallo, SpainPablo Gervas, SpainAdam Kilgarri, UKMark Lee, UKGabriel Pereira Lopes, PortugalBelinda Maia, PortugalNuno Mamede, Portugal

Nuno Marques, PortugalVeska Noncheva, BulgariaMaria das Gracas Volpe Nunes, BrazilManuel Palomar, SpainPaulo Quaresma, PortugalVitor Jorge Rocio, PortugalIrene Rodrigues, PortugalAntonio Sanlippo, USAFrederique Segond, FranceJoaquim Ferreira da Silva, PortugalAline Villavicencio, BrazilSpela Vintar, SloveniaChristel Vrain, FranceKaterzyna Wegrzyn-Wolska, FrancePierre Zweigenbaum, France

WNI

Sarabjot Anand, UKPaulo Azevedo, PortugalJose Lus Borges, PortugalPavel Brazdil, PortugalPedro Campos, PortugalGael Dias, PortugalAlpio M. Jorge, PortugalJose Paulo Leal, PortugalAlneu de Andrade Lopes, BrazilNuno Marques, PortugalMaria Carolina Monard, BrazilMaria Cristina F. de Oliveira, BrazilThiago Pardo, BrazilLubos Popelinsky, Czech RepublicSolange Rezende, BrazilEduarda Mendes Rodrigues, UKGiovanni Semeraro, ItalyMario Silva, PortugalCarlos Soares, PortugalMaarten van Someren,

The Netherlands

External Reviewers

Susana Aguiar, UKBettina Berendt, BelgiumAnders Christensen, Portugal

Ruth Cobos, SpainDebora Donato, SpainGrzegorz Dziczkowski, France

XVI Organization

Luiz Faria, PortugalSylvie Guillaume, FranceAleem Hossain, UKIdo Iurgel, PortugalJonathan Klein, USAYue-Shi Lee, TaiwanZhao Liang, BrazilHonghai Liu, UKA. Gil Lopes, PortugalHenrique Lopes Cardoso, PortugalAnalia Lourenco, PortugalAna Madureira, PortugalP. Mahanti, CanadaFlorent Masseglia, FranceJackson Matsuura, PortugalDunja Mladenic, Slovenia

Cristi Munteanu, SpainKvsvn Raju, IndiaArnau Ramisa, SpainJoaquim Reis, PortugalRicardo Rocha, PortugalJose Sanchiz, SpainMaguelonne Teisseire, FranceJoana Urbano, PortugalAntonio Varlaro, ItalyGary Weiss, USANicolau Werneck, BrazilGeert Wets, BelgiumDenis Wolf, BrazilWeizhong Yan, USAShow-Jane Yen, Taiwan

Table of Contents

Chapter 1: AITUM Articial Intelligence inTransportation and Urban Mobility

Genetic Algorithm for the Calibration of Vehicle Performance Modelsof Microscopic Trac Simulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Andre Luiz Cunha, Jose Elievam Bessa Jr., and Jose Reynaldo Setti

Simulating Communication in a Service-Oriented Architecture for V2VNetworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Joao F.B. Goncalves, Edgar F. Esteves, Rosaldo J.F. Rossetti, andEugenio Oliveira

Applying Event Stream Processing on Trac Problem Detection . . . . . . . 27Oliver Pawlowski, Jurgen Dunkel, Ralf Bruns, and Sascha Ossowski

Chapter 2: ALEA Articial Life and EvolutionaryAlgorithms

Instability in Spatial Evolutionary Games . . . . . . . . . . . . . . . . . . . . . . . . . . . 41Carlos Grilo and Lus Correia

Agent-Based Model of Aedes aegypti Population Dynamics . . . . . . . . . . . . 53Carlos Isidoro, Nuno Fachada, Fabio Barata, and Agostinho Rosa

Using Operator Equalisation for Prediction of Drug Toxicity withGenetic Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

Leonardo Vanneschi and Sara Silva

Chapter 3: CMBSB Computational Methods inBioinformatics and Systems Biology

Syntactic Parsing for Bio-molecular Event Detection from ScienticLiterature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

Sergio Matos, Anabela Barreiro, and Jose Luis Oliveira

Constraint-Based Strategy for Pairwise RNA Secondary StructurePrediction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

Olivier Perriquet and Pedro Barahona

Chapter 4: COLA Computational Logic withApplications

A Logic Programming System for Evolving Programs with TemporalOperators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Jose Julio Alferes, Alfredo Gabaldon, and Joao Leite

XVIII Table of Contents

On Improving the Eciency of Deterministic Calls and Answers inTabled Logic Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

Miguel Areias and Ricardo Rocha

On Just in Time Indexing of Dynamic Predicates in Prolog . . . . . . . . . . . . 126Vtor Santos Costa

Intention Recognition via Causal Bayes Networks Plus PlanGeneration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138

Lus Moniz Pereira and Han The Anh

An ILP System for Learning Head Output Connected Predicates . . . . . . . 150Jose C.A. Santos, Alireza Tamaddoni-Nezhad, andStephen Muggleton

Chapter 5: EAC Emotional and AectiveComputing

A Data-Fusion Approach to Representing Personality Traits, Values,Beliefs and Behavior Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

Boon-Kiat Quek, Kayo Sakamoto, and Andrew Ortony

A Formal Model of Emotion-Based Action Tendency for Intelligent Agents 174Bas R. Steunebrink, Mehdi Dastani, and John-Jules Ch. Meyer

An Emotional and Context-Aware Model for Adapting RSS News toUsers and Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

Eugenia Vinagre, Goreti Marreiros, Carlos Ramos, andLino Figueiredo

Chapter 6: GAI General Articial Intelligence

Type Parametric Compilation of Algebraic Constraints . . . . . . . . . . . . . . . 201Marco Correia and Pedro Barahona

Colored Nonograms: An Integer Linear Programming Approach . . . . . . . . 213Lus Mingote and Francisco Azevedo

Learning Visual Object Categories with Global Descriptors and LocalFeatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225

Rui Pereira and Lus Seabra Lopes

Chapter 7: IROBOT Intelligent Robotics

Analysis and Forecast of Team Formation in the Simulated RoboticSoccer Domain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

Rui Almeida, Lus Paulo Reis, and Alpio Mario Jorge

Table of Contents XIX

A Cooperative CiberMouse@RTSS08 Team . . . . . . . . . . . . . . . . . . . . . . . . . . 251Joao Azevedo, Miguel Oliveira, Pedro Pacheco, and Lus Paulo Reis

Embodied Language Acquisition: A Proof of Concept . . . . . . . . . . . . . . . . . 263Aneesh Chauhan, Amanda Nascimento, Bruno Werneck, andLus Seabra Lopes

Predictive Control for Behavior Generation of Omni-directionalRobots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

Joao Cunha, Nuno Lau, Joao Rodrigues, Bernardo Cunha, andJose Luis Azevedo

Towards a Spatial Model for Humanoid Social Robots . . . . . . . . . . . . . . . . 287Dario Figueira, Manuel Lopes, Rodrigo Ventura, and Jonas Ruesch

Control and Monitoring of a Robotic Soccer Team: The Base StationApplication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299

Nuno M. Figueiredo, Antonio J.R. Neves, Nuno Lau,Artur Pereira, and Gustavo Corrente

Multirobot Task Assignment in Active Surveillance . . . . . . . . . . . . . . . . . . . 310Nelson Goncalves and Joao Sequeira

Roles, Positionings and Set Plays to Coordinate a RoboCup MSLTeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323

Nuno Lau, Lus Seabra Lopes, Nelson Filipe, and Gustavo Corrente

Semantic Image Search and Subset Selection for Classier Training inObject Recognition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338

Rui Pereira, Lus Seabra Lopes, and Augusto Silva

Obstacle Detection, Identication and Sharing on a Robotic SoccerTeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350

Joao Silva, Nuno Lau, Antonio J.R. Neves, Joao Rodrigues, andJose Lus Azevedo

Chapter 8: KDBI Knowledge Discovery andBusiness Intelligence

An Algorithm to Discover the k-Clique Cover in Networks . . . . . . . . . . . . 363Lus Cavique, Armando B. Mendes, and Jorge M.A. Santos

Cost-Sensitive Learning Vector Quantization for Financial DistressPrediction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374

Ning Chen, Armando S. Vieira, Joao Duarte,Bernardete Ribeiro, and Joao C. Neves

XX Table of Contents

An Intelligent Alarm Management System for Large-ScaleTelecommunication Companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386

Raul Costa, Nuno Cachulo, and Paulo Cortez

Construction of a Local Domain Ontology from News Stories . . . . . . . . . . 400Brett Drury and J.J. Almeida

Ecient Coverage of Case Space with Active Learning . . . . . . . . . . . . . . . . 411Nuno Filipe Escudeiro and Alpio Mario Jorge

Tracking Recurring Concepts with Meta-learners . . . . . . . . . . . . . . . . . . . . . 423Joao Gama and Petr Kosina

Detecting Errors in Foreign Trade Transactions: Dealing withInsucient Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435

Luis Torgo, Welma Pereira, and Carlos Soares

Chapter 9: MASTA Multi-Agent Systems: Theoryand Applications

Modeling Autonomous Adaptive Agents with Functional Language forSimulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449

Richard Legendi, Laszlo Gulyas, Rajmund Bocsi, and Tamas Mahr

Recovering from Airline Operational Problems with a Multi-AgentSystem: A Case Study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461

Antonio Mota, Antonio J.M. Castro, and Lus Paulo Reis

EcoSimNet: A Multi-Agent System for Ecological Simulation andOptimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473

Antonio Pereira, Lus Paulo Reis, and Pedro Duarte

DarkBlade: A Program That Plays Diplomacy . . . . . . . . . . . . . . . . . . . . . . . 485Joao Ribeiro, Pedro Mariano, and Lus Seabra Lopes

Agent Inferencing Meets the Semantic Web . . . . . . . . . . . . . . . . . . . . . . . . . 497Paulo Trigo and Helder Coelho

How Much Should Agents Remember? The Role of Memory Size onConvention Emergence Eciency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508

Paulo Urbano, Joao Balsa, Paulo Ferreira Jr., and Luis Antunes

Computing Condence Values: Does Trust Dynamics Matter? . . . . . . . . . 520Joana Urbano, Ana Paula Rocha, and Eugenio Oliveira

Chapter 10: SSM Social Simulation and Modelling

Games on Cellular Spaces: An Evolutionary Approach . . . . . . . . . . . . . . . . 535Pedro Ribeiro de Andrade, Antonio Miguel Vieira Monteiro, andGilberto Camara

Table of Contents XXI

Context Switching versus Context Permeability in Multiple SocialNetworks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 547

Luis Antunes, Davide Nunes, Helder Coelho, Joao Balsa, andPaulo Urbano

Risk Tolerance and Social Awareness: Adapting Deterrence Sanctionsto Agent Populations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 560

Henrique Lopes Cardoso and Eugenio Oliveira

Sensitivity Analysis of a Tax Evasion Model Applying AutomatedDesign of Experiments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 572

Attila Szabo, Laszlo Gulyas, and Istvan Janos Toth

Chapter 11: TEMA Text Mining and Applications

Phrase Translation Extraction from Aligned Parallel Corpora UsingSux Arrays and Related Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 587

Jose Aires, Gabriel Pereira Lopes, and Luis Gomes

Classifying Documents According to Locational Relevance . . . . . . . . . . . . 598Ivo Anastacio, Bruno Martins, and Pavel Calado

Relieving Polysemy Problem for Synonymy Detection . . . . . . . . . . . . . . . . . 610Gael Dias and Rumen Moraliyski

Sentiment Classication across Domains . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622Dinko Lambov, Gael Dias, and Veska Noncheva

Comparing Dierent Properties Involved in Word SimilarityExtraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634

Pablo Gamallo Otero

A Document Descriptor Extractor Based on Relevant Expressions . . . . . . 646Joaquim Ferreira da Silva and Gabriel Pereira Lopes

Topic-Related Polarity Classication of Blog Sentences . . . . . . . . . . . . . . . 658Michael Wiegand and Dietrich Klakow

Chapter 12: WNI Web and Network Intelligence

Item-Based and User-Based Incremental Collaborative Filtering forWeb Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 673

Catarina Miranda and Alpio Mario Jorge

Author Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 685

Chapter 1

AITUM Articial Intelligence in

Transportation and Urban Mobility

Genetic Algorithm for the Calibration

of Vehicle Performance Modelsof Microscopic Trac Simulators

Andre Luiz Cunha, Jose Elievam Bessa Jr., and Jose Reynaldo Setti

Universidade de Sao Paulo, Sao Carlos School of EngineeringDept. of Transport Engineering

Av. Trabalhador Sao-carlense, 400 S. Carlos, SP, Brazil 13566-590{acunha,jebessa}@sc.usp.br, [email protected]

Abstract. A genetic algorithm was used to search for optimum calibra-tion parameter values for the vehicle performance models used by twowell-known microscopic trac simulation models, CORSIM and Inte-gration. The mean absolute error ratio between simulated and empiricalperformance curves was used as the objective function. Empirical datawas obtained using dierential GPS transponders installed on truckstravelling on divided highways in Brazil. Optimal parameter values werefound for the average truck for each truck class and for each vehicle inthe sample. The results clearly show the feasibility of the proposed ap-proach. The simulation models calibrated to represent Brazilian trucksindividually provided average errors of 2.2%. Average errors around 5.0%were found when using the average truck class parameters.

Keywords: Genetic algorithm, performance curve, trac simulation.

1 Introduction

Microscopic trac simulation models have become a very useful tool for plan-ning, design and operation of transport systems. The greatest advantage of usingsuch tools is the ability to evaluate alternatives prior to their implementation.However, the adequate use of simulation models requires calibration of the modelparameters to ensure a proper representation of the real trac behavior [1].

The accuracy of the results provided by a simulation model is highly depen-dent upon its calibration parameters [2]. The values adopted for those parame-ters are used by the models internal logic to govern the movement of vehiclesand driver behavior. The vehicle performance model is one of the logics used torepresent the movement of vehicles and thus its travel speed along the modelednetwork. It is especially important in links where heavy vehicles climb steepergrades and other situations where the available engine power is fully utilized.

Most users simply use the default values for the vehicle performance calibra-tion parameters. The accuracy of simulations involving networks in mountainousor hilly terrain with trac containing a signicant fraction of heavy vehicles can,

L. Seabra Lopes et al. (Eds.): EPIA 2009, LNAI 5816, pp. 314, 2009.c Springer-Verlag Berlin Heidelberg 2009

4 A.L. Cunha, J.E. Bessa Jr., and J.R. Setti

however, be compromised and could be improved by a properly conducted ca-libration of the performance model for the typical trucks in the trac stream.The calibration of such models, however, is not a simple task given the com-plexity of the models and the diculties in obtaining optimal parameter valuesempirically. This paper proposes a genetic algorithm approach for this task andpresents an application of the proposed approach to two widely dierent traf-c simulation models based on truck performance data collected on Brazilianhighways.

2 Trac Simulation Models

Trac simulation models are ecient and powerful tools for the operationalanalysis of trac streams. Their main advantage is to allow for the evaluationof alternatives prior to their implementation or under conditions that wouldbe very dicult to observe in the real world, without submitting the users toany inconveniences that such tests might cause [1,2]. Simulation models are nowwidely used for the planning, design and management of highway networks andintelligent transportation systems. For instance, in the development of proce-dures within the Highway Capacity Manual, trac ow computer simulationwas extensively used [3,4]. The use of simulation, however, requires an exten-sive knowledge about the model itself and its limitations, as well as an excellentunderstanding of the trac ow theories upon which the model is based [5].Two microscopic simulation models were used in this study: CORSIM, one ofthe most used trac simulators, and Integration, which uses a more sophisti-cated vehicle performance model. The next section briey discusses the relevantaspects of them.

2.1 CORSIM

CORSIM (CORridor SIMulation), developed by US FHWA in the late 1970s,consists of two integrated microscopic simulators, NETSIM, which simulatestrac ow on arterials and roads with interrupted ow, and FRESIM, whichsimulates freeways and other roads with uninterrupted ow [6]. It is one of mo-dels most used by practitioners and researchers, due to its ability to simulateall types of road, from freeways to local streets, subjected to all types of con-trol, in addition to having a friendly user interface and high-quality graphicalrepresentation of the simulated trac ow [7,8].

CORSIM is an stochastic model that assigns random attributes to drivers,vehicles and decision-making processes, allowing for a realistic representation ofthe road network [6]. Driver behavior is dened by random attributes (varyingdegrees of aggressiveness); vehicle performance (acceleration and speed) is ran-domly dened in a similar fashion. Vehicle movement in the network is based onthe Pitt car-following behavior [9], which is based on the distance headway andspeed dierential between the leading vehicle and follower. The model updatesposition, speed and acceleration for all vehicles in the network every second.

GA for the Calibration of Vehicle Performance Models 5

Thus, vehicular locomotion is determined by the car-following and accelerationbehavior.

CORSIMs heavy vehicle performance model is based on average accelerationsthat may be achieved based on the vehicles instantaneous speed. The perfor-mance model adopted assumes xed acceleration values for speeds ranging from0 to 110 ft/s (120 km/h), for four truck types (light, medium, heavy and extra-heavy). The user manual does not explain how the default values were obtained.However, these values are stored in RT173 (Maximum Acceleration Table) andmay be modied by the user to better reect the performance of the trucks beingsimulated.

The calibration of this performance model requires the collection of speed andacceleration data for trucks representative of the four truck types. Compared toIntegrations, this approach is less sophisticated, but is computationally lessintensive something that made sense at the time the model was originallydeveloped.

2.2 Integration

Integration is a model capable of simulating from freeways to local roads usingthe same logic. Created by Michel Van Aerde in the late 1980s, Integration isnot as widely used as CORSIM but is widely recognized as a very sophisticatedmodel capable of modelling a wide range of trac conditions [10]. While Inte-gration is a microscopic simulation model, its car-following model parameterscan be calibrated macroscopically, from speed-ow data [11]. Vehicle movementalong the links is controlled by three logics: car-following, lane-changing andacceleration (as a function of vehicle performance). Vehicle position, speed andacceleration are updated every 0.1 s.

Integration stores parameters for its vehicle performance model in a le calledmaxi acc.dat. The logic calculates acceleration from the resultant of the forcesacting on the vehicle and assumes that engine power is constant. The accelerationa is

a =F R

m(m/s2), (1)

where F is the tractive force (N), R is the total resistance (N) and m is thevehicle mass (kg). The tractive force F (N) produced by the engine is

F = min{3600 P/VWta

(N), (2)

where is the transmission eciency (0 1); P is the nominal engine power(kW); V , the vehicle speed; Wta, the weight on the tractive axles (N); and thetyre-pavement friction. The total resistance R is the sum of three components drag (Ra), rolling resistance (Rr) and grade resistance (Rg):

R =Ra +Rr +Rg (N), withRa = c1 CD Ch AV 2 (N)Rr =Cr (c2 V + c3)W/1000 (N)Rg =W i (N)

(3)


where c1 is constant and equal to 0.047285; c2 and c3 are constants reectingthe tyre characteristics; CD is the drag coecient; Ch is the correction due toaltitude; A is the cross-section area (m2); V , the speed (km/h); Cr is the rollingresistance coecient; and i is the grade (m/m).

Due to the number of parameters involved, calibration of this model is morecomplicated than CORSIMs. The complexity of the calibration process and thenumber of calibration parameters involved suggests that a genetic algorithmwould be an ecient approach to the calibration of these models, perhaps withan edge over other possible approaches, as the literature suggested [1,2,12,13].The next sections present a brief review on the use of genetic algorithms forcalibration of simulation models.

3 Calibration of Trac Simulation Models Using GeneticAlgorithm

Calibration is the process through which the user ne tunes model parame-ters, compares simulation results to empirical data and veries the ability of thesimulation model to represent adequately the observed trac stream [2,12,14].Model developers provide default values for model parameters that reect thedata used in the validation of the software. Users applying the model to other re-gions should ideally recalibrate model parameters to improve the representationof local vehicle and driver peculiarities by the simulation.

Genetic algorithm (GA), which were rst created by Holland [15], is a searchmethod based on the principles of evolution and natural selection. One of itsadvantages is to search for solutions from multiple points, increasing the proba-bility of nding a global, instead of a local, optimum [1]. Thus, it is particularlyuseful for problems with a complex search space as in the case of trac owsimulation. GAs have been successfully applied to many aspects of transporta-tion engineering: trac ow simulation modelling [1,2,12,13,16,17], trac signaltiming [18] and even infrastructure maintenance planning [19].

GAs simulate the process of natural evolution, with the possible solutions (inthis case, the set of calibration parameter values) representing individuals ina population. An initial population is randomly generated, with the individuallevel of adaptation to the environment (the quality of the solution) measured bya tness function. Individuals are represented by strings called chromosomes which represent the individual characteristics, genes. Each gene represents oneof the calibration parameters.

The search consists in creating successive generations of individuals. At eachnew generation, new individuals are created from the previous generation usingselection and reproduction processes to exchange genetic material. One of theseprocesses, elitism, consists in selecting the individuals who are best adapted tothe environment for reproduction, to assure that the best traits are propagatedto their descendants. Other genetic operators, predation and mutation, are usedto introduce variability (new solutions) into the gene pool. The former consistsin replacing the less adapted individuals in the population by new chromosomes,


randomly generated. Mutation is used to randomly modify some of the genes ina population.

A literature survey shows that most of the previous applications of GA totrac ow simulation models have focused on the calibration of car-followingparameters [9,13,16,20,21]. Schultz and Rilett [16], however, emphasize that theuse of default parameters for the performance model might aect the quality ofthe simulation results for networks with a large number of trucks, as it is the casein Brazil. The need for a method to calibrate the vehicle performance modelsused by CORSIM and Integration was identied. The next section explains theadopted approach.

4 The Proposed Approach

The proposed approach consisted in using a GA to nd the best values for theparameters of CORSIM and Integration performance models using empiricalperformance data collected on divided highways. The accuracy of the simulationwas evaluated comparing empirical and simulated performance curves (speed vs.distance travelled along a grade). Initially, the GA was used to nd parametersets to best represent the performance each truck observed during the datacollection. This step was the validation of the process. Subsequently, the GA wasmodied to obtain parameter sets representative of the performance of typicalvehicles for four classes: light, medium, heavy and extra-heavy trucks.

4.1 Field Data Collection

Data for the observed performance curves were collected on a divided highwayin the state of Sao Paulo, Brazil. Total truck mass, nominal engine power, aswell as axle number and conguration data were collected at a mobile weighstation. With the agreement of the driver, a dierential GPS receiver was in-stalled in the truck to collect kinematic speed and position data. The trucks weremonitored along a section of approximately 10 km. The GPS data provided ver-tical and horizontal alignment and truck speed at 1-s intervals. From this data,performance curves were constructed for all vehicles in the sample.

Trucks were grouped in 4 classes according to the number of axles: light (two-axle rigid trucks), medium (three-axle rigid trucks), heavy (ve- and six-axlearticulated trucks) and extra-heavy (seven- to nine-axle articulated trucks). Thesample consisted of 62 trucks (light: 5; medium: 13; heavy: 22; extra-heavy: 22)travelling on grades varying from 0.6% to 5.2%, although most of the observa-tions were made on 1.8% (22 trucks), 2.9% (13 trucks) and 3.4% (14 trucks)grades.

4.2 Genetic Algorithm

The genetic algorithm was coded in Microsoft Excels Visual Basic for Applica-tion. Figure 1 shows a simplied owchart of the GAs main components. In thenext sections the main features of the GA are explained.


Fig. 1. Simplied owchart of the genetic algorithm used

Initial Population. An initial population of 40 individuals was used. The popu-lation size was chosen after a sensitivy analysis using light trucks, whose resultssuggested that the best combination would be 40 individuals and 50 generations.

Each individual in the population is a string (chromosome) containing modelparameter values (genes). Parameter values for the initial population were ge-nerated randomly, within predened search space limits. For CORSIM, the genesare the acceleration for 10 ft/s speed intervals, from 0 to 110 ft/s, and searchspaces are shown in Table 1. The search spaces were established assuming thatthe upper and lower limits should follow a monotone decrescent function. Specialcare was also taken to avoid acceleration ranges that could result in the trucknot being able to climb a steep grade.

Table 1. Search space for CORSIM calibration parameters

Speed (ft/s)

Acceleration (ft/s2) 0 10 20 40 50 60 70 80 90 100 110

Minimum 2 1.5 1 0 0 0 0 0 0 -1 -1Maximum 20 15 10 6 4 3.5 3 2.5 2 1.5 1.5

The chromosome used for Integrations calibration was made of 8 genes, con-taining the parameters listed in Table 2, which also lists the search spaces foreach truck class. The search spaces for mass W and nominal engine power Pwere dened as the condence interval ( = 5%) for the sample mean, for eachclass. Search spaces for the other parameters were dened from the literature[11]. An additional parameter, 2, was included in the chromosome to representdriver aggressiveness and is a multiplier of the nominal power.

Simulation Input Files. The next step is the preparation of the input lesfor the simulation of each chromosome. For CORSIM, a .trf le is created, in


Table 2. Search spaces for Integration calibration parameters

Truck class

Parameter Light Medium Heavy Extra-heavy

W (kg) 5,99812,510 19,22223,464 42,16444,074 58,84459,401P (kW) 95110 115158 252264 281292 0.70000.9000 0.70000.9000 0.70000.9000 0.70000.9000CD 0.500012.000 0.500012.000 0.500012.000 0.50001.2000c2 0.01000.0500 0.01000.0500 0.01000.0500 0.01000.0500c3 20.00090.000 2.000090.000 2.000090.000 2.00009.0000Cr 10.00020.000 1.000020.000 1.000020.000 1.00002.00002 0.500015.000 0.500015.000 0.500015.000 0.50001.5000

i = 0%2 km

i(%) = variableL(km) = variable

i = 0%2 km

Fig. 2. Vertical alignment of the simulated road network

which the line corresponding to RT173 contains the parameter values for thatindividual. For Integration, a maxi acc.dat le is created for each individual inthe population, containing the corresponding parameter values.

Simulation Runs. In this step, the model is called to run the simulation foreach chromosome in the population. The simulation experiments used an hipotet-ical road section composed of three segments, as shown in Figure 2: an initial2-km level segment, an intermediate segment with variable grade and length,and a nal 2-km level segment. The initial segment was used to adjust the ve-hicle speed to the initial speed of the observed truck. This assured that boththe simulated and observed performance curves had the same entry speed. Thegrade magnitude for the second segment was set to the observed grade magni-tude. The simulated trac ow was set to 10 veic/h to avoid interaction betweenvehicles and the consequent eects of the car-following logic on the acceleration.The simulation time used was 30 min and just one type of truck was used ineach simulation. The simulation results are then used in the next step.

Simulation Output Files. The simulation results are used to create perfor-mance curves, which were built using instantaneous speeds at every 100 m alongthe grade. The data were extracted from the simulation output les, .tsd forCORSIM and detector.out for Integration. At the end of this step, the ob-served and simulated performance curves were available to be compared.


Fitness Calculation. In this step, the quality of the solution provided by eachchromosome is evaluated using a tness function which, in this case, was themean absolute error ratio (MAER). The tness function measures the chromo-somes ability to represent faithfully the behavior of all trucks in a class and isgiven by:

MAERjk =1Nk

Nkl=1

IMAERjkl (4)

in which MAERjk is the average MAER for the k-th truck class using chromo-some j; and Nk is the number of trucks in the k-th truck class. IMAERjkl is ameasure of the discrepance between the simulated and observed speeds, whichare determined at every 100 m along the grade:

IMAERjkl =1m

mi=0

VSIM kl(i)VOBSkl(i)VOBSkl(i) (5)

in which IMAERjkl is the MAER for l-th truck in the k-th truck class usingchromosome j; VSIM kl(i) is the simulated speed at the i-th station along thegrade for the l-th truck in the k-th class; VOBSkl(i) is the observed speed atthe i-th station along the grade for the l-th truck in the k-th class; and m isthe number of speed observation stations along the grade. The values of theobserved speed used to calculate IMAER were raw i.e., they were notltered to remove any observational noise.

The smaller MAERjk is the better the quality of the solution provided bychromosome j; the greater MAERjk is the poorer the solution provided by thisparameter set.

Stop Criteria. Two stop criteria were adopted for the GA used to nd thecalibration parameters for truck classes:MAER 3.0% or 50 generations. For thecalibration for individual trucks in the sample, the criteria were MAER 0.1%or 10 generations. Once one of these criteria is reached, the best solution isprovided by the chromosome with the smallest MAER.

New Generation. If the stop criteria is not satised, a new generation is cre-ated from the current population, through the use of genetic operators. Dierentstrategies were adopted for each model. The one used for CORSIM was moreaggressive, given the paucity of information about its performance logic andhow the default values were found [16]. For Integration, however, a less agres-sive strategy was utilized because ranges of values for the parameters used in itsperformance model can be easily found in the literature [11].

For CORSIM, at the end of each generation, predation is used to cull fromthe gene pool that half of the population with the highest MAER. These leastt individuals are replaced by randomly generated chromosomes. Next, the bestt individual of that generation the chromosome with the smallest MAER is selected (elitism) to exchange genetic material with the remainder of the


population (crossover). The chromosomes thus created are then subjected tomutation, which is a random change in one of the genes; the mutation rate usedwas 30%. The resulting population is the new generation, which is subjected toall steps until one of the stop criteria is satised.

For Integration, elitism was used to select the chromosome to crossover ge-netic material with the remainder of the population. The main dierence is thatpredation and mutation are applied only after ve generations. The mutationrate used was 10% and the predation rate, 30%. The new generation is madeof the chromosomes thus obtained and the process repeats until one of the stopcriteria is met.

5 Analysis of the Results

Initially, the GA was used to obtain calibration parameters for each truck ob-served, to validate the proposed approach. The calibration results are illustratedin Figure 3, which shows the simulated (GA individual) and raw observed per-formance curves (GPS) for one of the heavy trucks in the sample. Also shown inthe gure is the simulated performance curve using the calibration parametersobtained for the heavy truck class (GA category), which are discussed next.

0

20

40

60

80

100

0 200 400 600 800 1000Distance (m)

Speed

(km

/h)

GPSGA categoryGA individual

0

20

40

60

80

100

0 200 400 600 800 1000Distance (m)

Speed

(km

/h)

GPSGA categoryGA individual

Fig. 3. Simulated and unltered observed performance curves for one of the heavytrucks in the sample (CORSIM on the left; Integration on the right)

The histograms in Figure 4 show the distribution of MAER found in the cali-bration of each model. MAER was greater than 5% in only 7 of the 62 trucks ob-served for the CORSIM calibration; for Integration, 5 trucks had MAER greaterthan 5%, which clearly demonstrates the eciency of the proposed approach.

5.1 Calibration for Truck Classes

Once the proposed approach was tested and validated, the GA was used tond calibration parameter sets for typical trucks that would represent each of


the four truck classes adopted. The results for this are summarized in Figure 5,which shows the improvement obtained with the use of the new parameter valuesto replace the default values. It can be easily noticed that the default valuescould not simulate the performance of Brazilian trucks adequately and thatthe models recalibrated using the GA are able to provide better results. Therecalibrated parameters are shown in Tables 3 and 4, which show the best results(least MAER) produced by the GA. The last generation, however, had severalindividuals that provided solutions only marginally worse than the best, for bothCORSIM and Integration.

0

6

12

18

24

30

0% 1% 2% 3% 4% 5% 6% 7% 8% 9% 10% 11%MAER

Fre

quency

0

6

12

18

24

30

0% 1% 2% 3% 4% 5% 6% 7% 8% 9% 10% 11%MAER

Fre

quency

Fig. 4. Mean absolute error ratio distributions found in the calibration of the models(CORSIM on the left; Integration on the right)

4,5% 4,9%7,5% 6,5%

10,5%8,6%

17,5%

25,4%

0%

5%

10%

15%

20%

25%

30%

Light Medium Heavy Extra-heavy

Truck type

Mean

Absolu

teErr

orRatio

default valuesGA values

4,5% 5,1% 4,2%6,5%

8,3%5,1%

23,0%

13,0%

0%

5%

10%

15%

20%

25%

30%

Light Medium Heavy Extra-heavy

Truck type

Mean

Absolu

teErr

orRatio

default valuesGA values

Fig. 5. Mean absolute error ratios disaggregated by truck class, before and after thecalibration of the models (CORSIM on the left; Integration on the right)

Table 3. New values found for Integrations performance model parameters by the GA

Truck class W (kg) P (kW) CD c2 c3 Cr 2

Ligth 11,383 106.1 0.7486 0.6632 0.0150 3.1638 1.6049 1.0372Medium 21,974 142.5 0.7227 0.7584 0.0212 2.5301 1.3168 0.7153Heavy 43,954 253.8 0.7515 0.8217 0.0108 5.1679 1.8076 1.1992Extra-heavy 59,076 284.9 0.8062 0.8210 0.0426 3.6663 1.2803 0.7507


Table 4. New values of acceleration (ft/s2) found for CORSIM by the GA

Truck class

Speed (ft/s) Light Medium Heavy Extra-heavy

0 12.56 12.95 11.76 16.2910 10.25 4.32 6.36 1.6820 5.76 1.94 3.11 1.6030 3.09 0.65 2.30 0.7540 2.24 0.35 1.79 0.5050 1.20 0.35 0.84 0.4860 0.73 0.28 0.54 0.3570 0.31 0.23 0.46 0.0680 0.27 0.02 0.45 0.0090 0.15 0.02 0.06 0.01

100 0.05 0.01 0.02 0.84110 0.13 0.10 0.10 0.97

6 Concluding Remarks

This research has shown that a GA can be used to calibrate the performancemodels used by two trac ow simulators, CORSIM and Integration. Specif-ically, new parameters were found for Brazilian trucks using empirical speeddata collected with a dierential GPS. Furthermore, the GA was able to ndparameters to represent the average performance of trucks in four classes: light,medium, heavy and extra-heavy. When using truck class parameters found bythe GA, the dierences between observed and simulated speeds, measured as themean absolute error ratio, for trucks climbing grades from 0.6% to 5.2% rangedfrom 4.5% (light trucks) to 7.5% (heavy trucks) for CORSIM. For Integration,the dierences ranged from 4.2% (heavy trucks) to 6.4% (extra-heavy trucks).

The vehicle performance models used in CORSIM and Integration, while verydierent, proved capable to represent the climbing performance of most trucksin the sample with high delity. When using parameters found by the GA forindividual trucks, the dierence between simulated and observed speeds wasgreater than 5% for only 7 of the 62 trucks for CORSIM and 5 out of 62, forIntegration. The average MAER was 2.2%.

Acknowledgments. The research reported in this paper was funded by CNPq,the Brazilian National Council for Scientic and Technological Development. Thesupport given by Centrovias Sistemas Rodoviarios S.A. and its personnel duringthe data collection is also gratefully acknowledged.

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L. Seabra Lopes et al. (Eds.): EPIA 2009, LNAI 5816, pp. 1526, 2009. Springer-Verlag Berlin Heidelberg 2009

Simulating Communication in a Service-Oriented Architecture for V2V Networks

Joo F.B. Gonalves, Edgar F. Esteves, Rosaldo J.F. Rossetti, and Eugnio Oliveira

Department of Informatics Engineering Artificial Intelligence and Computer Science Laboratory (LIACC)

Faculty of Engineering, University of Porto (FEUP) Rua Dr. Roberto Frias, S/N, 4200-465 Porto, Portugal

{ee02123,edgar.esteves,rossetti,eco}@fe.up.pt

Abstract. A framework based on the concept of service-oriented architectures (SOA) to support the assessment of vehicular ad-hoc networks (VANET) is herein presented. Concepts related to SOA, as well as technologies that allow real-time data acquisition and dissemination within urban environments, and simulation tools to aid the simulation of VANET were preliminarily studied. A two-layered architecture was specified on the basis of the requirements for our simulation framework resulting in the specification of a multi-agent system formed of vehicle entities that are able to communicate and interact with each other and with their surrounding environment as well. A prototypical applica-tion was implemented, which was used to demonstrate the feasibility of the ap-proach presented through experimental results.

Keywords: Intelligent Transportation Systems, Service-Oriented Architectures, Vehicle-to-Vehicle Communication and Simulation, Multi-Agent Systems.

1 Introduction

Most urban areas all over the globe have increased considerably in the last few dec-ades, giving rise to important mobility issues. Unfortunately, virtually all people tend to opt for using private car instead of public transport. This trend has turned infrastruc-tures unable to cope with the ever increasing demand, which work most of the time in saturation regime. This problem motivates the scientific community that strives to devise different solutions. Some approaches suggest the physical improvement of in-frastructure by means of increasing road capacity. Others try to enhance the control systems responsiveness, with relative success. More recently, though, researchers have experimented promising innovative information technologies to aid driving tasks and traveller decision-making. The latter underlie the concept of intelligent transporta-tion systems (ITS), which attempts at integrating contemporary and breakthrough computer and information technologies to better managing and controlling modern urban transportation systems. ITS is intended to turn future urban transport (FUT) into greener, cheaper, reliable, secure, and sustainable systems, functionally, energetically and environmentally efficient.

16 J.F.B. Gonalves et al.

Indeed, high-class vehicles will very soon be equipped with short-range wireless communication interfaces, bringing about major concerning issues as well. Thus, simulation tools will need to be adapted to support the assessment of V2V communi-cation infrastructures and performance. This work is based on our study of the com-munication technologies underlying vehicle-to-vehicle interactions then. We aim at studying concepts related to SOA and ways in which such concepts can be adapted to VANET. The work started by the specification and implementation of a simulation framework on the basis of the concept of multi-agent systems, and preliminary results allowed us to gain further insight into such motivating and challenging new arena.

2 Related Technologies

ITS-based technologies have proven a great impact and influence on future urban transport scenarios. As the automotive industry starts marketing vehicles equipped with wireless communication capabilities, some technologies are being deemed be potentially applicable and beneficial.

2.1 Service Oriented Architectures

Service-oriented architectures are devised as software architectures whose main goal advocates that application functionalities must be made available in form of services. Thus, services from SOAs point of view are functions of a computational system that are made available to other systems. Such a novel approach might be well represented by the find-bind-execute paradigm, which is analogous to the Demings cycle ap-plied to services, involving planning, execution, monitoring and pro-active decision-making phases to improve systems performance. The find-bind-execute paradigm allows a consumer of a service to ask for registering in a service provider that suits its criteria and requirements. If the service of interest is found, the provider sends the consumer a contract and the address in which the service can be found. Such a mechanism is depicted in Figure 1.

According to [1], the entities that support such a service infrastructure are service consumers, providers, registry and contract.

Fig. 1. Find-bind-execute paradigm (adapted from [1])

Simulating Communication in a Service-Oriented Architecture for V2V Networks 17

Service consumers are basically an application, a service, or another type of soft-ware requiring a service. This is the entity who initiates the process, looking for a service capable of supplying its requirements. The consumer executes the service by sending a request formatted in accordance with the contract.

Service providers are addressable entities that accept and execute services. These entities might be a mainframe, a component or another type of software that executes a requested service. Service providers publish their contract in the service registry for other potentially interested consumers to access them.

The service registry is a sort of network directory that knows the available ser-vices. It accepts and stores contracts of providers and provides consumers with these service options. Finally, a service contract is a kind of specification of the way in which a service consumer must interact with the provider. This entity rules the proto-col for requests and respective answers from services. A contract may require a set of pre- and post-conditions representing the state of a service to be deemed acceptable to execute certain functions. Contracts may also contain information on quality of ser-vices, as well as conditions to which consumers must comply.

2.2 Vehicle-to-Vehicle Networks

Vehicle-to-vehicle communication networks are, as its designation suggests, networks formed by several vehicles equipped with wireless communication devices that can communicate with each other. In V2V networks, each vehicle analyses, within a cer-tain radius, other vehicles that are in range, and can inform its position, velocity, di-rection and other characteristics. This kind of communication has been one of the fields of interest in telecommunications that grew very quickly lately. Thus, vehicles with such capabilities can form a special type of mobile ad-hoc network with particu-lar applications, known as Vehicular Ad-hoc Networks (VANET). VANET are a special type of Mobile Ad-hoc Networks (MANET) that supports communications between vehicles. According to [2], VANET inherit some characteristics from the MANET, but also improve the former with new features, which differentiate it from other ad-hoc mobile networks. These characteristics include high mobility, open net-work with dynamic topology, limited connectivity, potential to achieve larger scale, all nodes are providers, forwarders and consumers of data and the wireless transmis-sion can suffer from much noise and interferences.

These characteristics make VANET sufficiently different from other networks and significantly affect their properties. For example, in [3] it is demonstrated that the movement of vehicles has a significant effect on the latency of messages delivery. Most applications that can be implemented on a MANET require a certain type of data dissemination. Studies argue, however, this must be implemented through spe-cific routing protocols, as long as VANET are concerned, basically due to their par-ticular characteristics, such as in [4]. Nonetheless, there are other studies that suggest it is possible to use the available MANET protocols. Some of those protocols are designed to support dedicated short range communications (DSRC), which is already implemented in USA, such as VITP and PAVAN. Due to its topology, the MANET already have a large set of protocols.

There are several ways to classify routing protocols for such networks, some of which are listed below:


According to the range, they can be either unicast or multicast. According to the route discovery, they can be either pro-active, reactive or

hybrid. According to the search algorithm they are based on, they can be either Dis-

tance Vector, Link State, based on geographic information, or Zone based.

In Figure 2, the protocols previously mentioned are related, as well as are their classi-fication according to the characteristics presented above.

Fig. 2. MANET routing protocols classification

2.3 Simulation Tools for VANET

The development of applications and protocols associated to VANET can be studied through simulation, especially when a real traffic network in urban environments, which must involve a large number of nodes, is subject to study. Through simulation models, the performance of V2V networks, as well as other characteristics can be assessed and improved. Indeed, conducting experiments and studies on such a large scale within the real scenario has proven extremely difficult and expensive. Thus, simulation has become an indispensable and even an imperative tool.

Basically, simulation of V2V networks requires two different components, namely a communication networks simulator, capable of simulating the properties of a wire-less network, and a vehicular traffic simulator, able to monitor and represent the ki-nematic aspects of mobility through the VANET nodes. Recent studies [5] suggested that the vehicular mobility model is very important to obtain significant results and should be well integrated with the wireless communication networks model. Other authors further suggested that the use of an inappropriate model, such as the popular random waypoint model (which can work very well for some mobile ad-hoc net-works, but very likely is not an appropriate representation of mobility in wireless vehicular networks) can lead to erroneous results [5], [6].

Nevertheless, traffic simulators have been subjected to enormous developments and greatly improved in recent years to include communication between vehicles. Several ways to achieve such an advanced feature have been proposed and actually implemented. The greatest trend in most studies moves towards the creation of simu-lators that include traffic and wireless communication simulation models in one single simulation tool. Some examples of such tools include GrooveNet and Divert.


However, other studies prefer to use two independent simulators, combining stand-alone traffic and communication networks simulators, which are interconnected by an application that ensures the exchange of information between them. Among traffic simulators used for this purpose, one can mention the popular SUMO, as well as VISSIM and CARISMA. Wireless communication networks simulators include Glo-MoSim, QualNet and the NS2. The interested reader is referred to [7] for a more de-tailed discussion on the above simulation tools, including their respective references.

3 Coupling SOA and V2V Communication

Currently, services that both drivers and travellers in general can use on-board in journey time demand a great deal of hardware and software. Each new feature must be implemented in a new device to be embedded in the car. Such an approach has proven very expensive, with little flexibility, which contradicts the increasing trend of services made available on-demand, for instance. On the other hand, services made available as software to be executed in an on-board unit (OBU) based on an embed-ded computer with considerable processing and memory, as well as communication capabilities seem to be very promising and present great potentials and advantages. According to such not-so-much futuristic scenario, we intend to specify and imple-ment an extensible architecture based on OBU computers and featured with commu-nication capabilities to the level of services.

Bearing in mind that such architecture was intended to promote services through-out V2V communication networks, we opted for a layer-based structure. Thus, the proposed architecture is divided into two main levels, namely the network services level and the end-user services level. This approach is illustrated in Figure 3, in which the two different levels are identified. The first level in such a structure is responsible for network-related tasks, such as building network topology, as well as discovering and exchanging services among vehicles (the nodes of the communication network). The second level, on the other hand, implements the necessary basis underlying the management of the so called high-level services, to be made available to end-users.

Fig. 3. SOA layered architecture for V2V networks


3.1 The Network Services Layer

For the first level, and accounting for its functions within the proposed structure, we adopted the solution suggested in [8]. The scenario illustrated in Figure 4 is a good representation of the adopted solution, as explained below.

Fig. 4. SOA-based V2V communication interactions

Let us consider the communication network formed up by vehicles as illustrated in Figure 4. In (a), the network is actually set-up. All nodes (A to D) are vehicles equipped with mobile wireless V2V communication devices. Initially, A node is not connected for there is no other vehicle within its range vicinity. As soon as it finds other vehicles within its range, then they get connected. All connected nodes thus form a VANET, allowing V2V communication. After all the necessary automatic configurations are set up, the VANET is ready for routing any messages sent by any node and addressed to any other node of the network.

After the VANET is ready, the SOA-based features must be deployed too. All nodes that provide any service must publish it alongside a comprehensible descrip-tion, so that other nodes will be able to discover the service and use it as needed. The service discovering capabilities of each node must be implemented in such a way that the node may be able to find the needed service throughout the VANET which every configuration must apply. Thus, in (b), provider nodes publish their services, whereas any consumer will be able to find them whenever necessary.

An illustrative service use example is demonstrated in (c). A node gets connected to the service interface of service whose ID is 3, hosted in C node. All information necessary to message exchange between consumer (A node) and provider (C node) is available in the description of service 3, needing A no further information about C. As A and C nodes are not directly connected to each other, messages must be routed through B node.

Two basic components are necessary for the example presented above to be possi-ble, namely a routing protocol for VANET and the implementation of SOA function-alities. One of the most important SOA features is the service discovering mechanism. Two approaches are then possible for us to implement such a mechanism. First, we can integrate it within a VANET routing protocol or, alternatively, we can implement it on top of the network layer, as a separate functionality. In the current work we opted for the first solution, and integrated it in the VANET routing mechanism. Such


a decision proved advantageous as both the routing tables and protocol routing tech-niques are used in the service discovering process. For this purpose, we chose the optimised like state routing protocol (OLSR) for it is a pro-active protocol, which facilitates the propagation of services description throughout a network of known topology. Among pro-active protocols, OLSR has the advantage of using multi-points relaying (MPR) and offers an open source application (OLSR Daemon) allowing it to be extended.

Routing in MANET is based in the cooperation of participating nodes; all nodes must run the protocol in such a way they collectively achieve routing goals. Such a behavior is also desirable in VANET, as all nodes are expected to collaborate in ser-vices discovery as well. In practice, it means all nodes manage message routing even though they may not know its contents. This way all service provider nodes may use the entire network and routing protocol.

A node intending to publish its services must generate and propagate SOA mes-sages periodically, carrying the service information, according to certain transmission interval. Whenever a node receives a SOA message, it must resend it and, if it sup-ports SOA services, process it too.

The format of a SOA message has two basic fields, namely the message length and the service description, which describes the service as a unique service (no other ser-vice will have the same description). This sort of message is carried within OSLR packages and propagated throughout the network. Nonetheless, there is no specific format for the content of a service descriptor, which will depend on the type of ser-vice and the way it is implemented. XML might be used for this purpose, though.

3.2 The High Level Services Layer

The second layer of the proposed architecture consists of the necessary structure to adequately manage the high level services to users. In other words, high level services can be seen as final applications presenting some degree of interaction with users, most of the time through a graphical user interface (GUI), which can be accessed from inside the vehicle. Thus, all hardware and software components somehow neces-sary to effectively run such services are specified in this level. Some examples in-clude traffic jams detection, collision avoidance and emergency calls among others.

Once again, we consider that vehicles are equipped with some sort of OBU as dis-cussed earlier. Figure 5 depicts the main components of this level in a UML develop-ment diagram, illustrating the distribution of components both embedded in a vehicle and those that are present in the surrounding environment, and eventually in other vehicles.

Before we can go a bit further into the description of each component, the service concept must be clarified in this context. In this architecture, services are abstract resources able to carry out tasks that are coherent both from provider and from re-quest entities point of view, and are classified according to their abstraction level. Thus, low level services are basically pieces of software that access physical devices of a vehicle. On the contrary, high level services are responsible to carry out tasks that are expected to transform information somehow. Such a hierarchical structure of services has a two-fold purpose. Firstly, it offers a modular programming infrastruc-ture that is extensible and scalable. Secondly, it seems to be adequate to overcome


synchronisation issues while a variety of devices are accessed. Indeed, for the latter case, the vehicle component can be actually seen as an agent, whereas multiple vehi-cles interacting within an urban network environment form a multi-agent system. This metaphor becomes quite intuitive when we consider that vehicles are equipped with sensors, are able to determine their geographical location and to interact with the surrounding environment, as well as with other vehicles. From this standpoint, the OBU is their reasoning kernel that executes tasks of both levels.

Fig. 5. UML development diagram of a vehicle service-oriented architecture

As for the low level platform, it contains the hardware and software elements of a ve-hicle in charge of critical services such as driving aids (e.g. ABS and ESP). Also, it features a number of diverse actuation software pieces reacting to vehicles sensors to ensure a minimum answer time and meet real-time constraints. Thus, sensors compo-nents represent the necessary interface for vehicles to define their current state with regard their surrounding environment and neighbouring counterparts. Actuators, on the other hand, automatically trigger assisted driving capabilities whenever they are needed. The relationship between sensors and actuators is basically implemented through moni-tors. These components manage sensors and are constantly observing their activities. Whenever sensors accuse an event, monitors give the appropriate warning and evaluate the situation. Critical events are then reported to actuators so as they can react accord-ingly, while others are submitted to the analysis and planning unit. Assisted driving elements contain all functionalities to aid the low level driving tasks triggered by actua-tors and managed by monitors, after sensors events have been evaluated.

Drivers and passengers alike interact with active services in the high level platform. They can receive information and select commands to trigger, stop or adapt services through the driver-vehicle interface. The service platform is a subcomponent accessi-ble from the vehicle that contains a service repository and features the necessary


functionalities to manage services specificities, such as service discovery and orches-tration. An analysis and planning unit evaluates events reported by other elements such as the monitor, the driver-vehicle interface and the communication gateway, and other current plans to define the appropriate course of actions accordingly. We intend to extend this feature with a BDI-like (belief, desire, intention) architecture, as initially proposed in [9].

The service repository is the place where services and other necessary applications are locally stored in the vehicle. This element can be inquired by certain services, local or remote, and asked for a specific function or action. It features functions such as ser-vice registry, discovery and update as well. Local service discovery allows local services to be found. In this structure, an orchestrator is responsible for pursuing and achieving a given goal through the invocation of one or more services combined, whereas a selector analyses and selects services based on certain criteria that are set in advance.

Both platforms, namely the low level and the high level as discussed so far, are features of the vehicle element and interact through the communication interface. Nonetheless, vehicles can also interact with external services, hosted in other remote elements. The vehicular communication gateway is responsible for that, sending mes-sages to external components (e.g. other vehicles or servers), on an abstract basis firstly. Then the most appropriate communication technique is selected (e.g. GSM, GPRS or VANET) and the message is effectively sent. Mobile phones and PDA, for instance, are used to build long range communication connections, and can be em-bedded in vehicles or borne by drivers and/or passengers that normally use them in other environments. A global pos