A T models' multiple-norm robustness (union accuracy) is still low, which is crucial since in the real-world an adversary is not necessarily bounded by a single

Effective traffic control is essential for mitigating congestion in transportation networks. Conventional traffic management strategies, including route guidance, ramp metering, and traffic signal control, often rely on state feedback controllers, used for their simplicity and reactivity; however, they lack the adaptability required to cope with complex and time-varying traffic dynamics. This paper proposes a multi-agent reinforcement learning framework in which each agent adaptively tunes the parameters of a state feedback traffic controller, combining the reactivity of state feedback controllers with the adaptability of reinforcement learning. By tuning parameters at a lower frequency rather than directly determining control actions at a high frequency, the reinforcement learning agents achieve improved training efficiency while maintaining adaptability to varying traffic conditions. The multi-agent structure further enhances system robustness, as local controllers can operate independently in the event of partial failures. The proposed framework is evaluated on a simulated multi-class transportation network under varying traffic conditions. Results show that the proposed multi-agent framework outperforms the no control and fixed-parameter state feedback control cases, while performing on par with the single-agent RL-based adaptive state feedback control, with a much better resilience to partial failures.

Interchanges are crucial nodes for vehicle transfers between highways, yet the lack of real-time ramp detectors creates blind spots in traffic prediction. To address this, we propose a Spatio-Temporal Decoupled Autoencoder (STDAE), a two-stage framework that leverages cross-modal reconstruction pretraining. In the first stage, STDAE reconstructs historical ramp flows from mainline data, forcing the model to capture intrinsic spatio-temporal relations. Its decoupled architecture with parallel spatial and temporal autoencoders efficiently extracts heterogeneous features. In the prediction stage, the learned representations are integrated with models such as GWNet to enhance accuracy. Experiments on three real-world interchange datasets show that STDAE-GWNET consistently outperforms thirteen state-of-the-art baselines and achieves performance comparable to models using historical ramp data. This demonstrates its effectiveness in overcoming detector scarcity and its plug-and-play potential for diverse forecasting pipelines.

In this section we provide the proofs of lemmas we use in Section 5 for the proof of our main results. We first introduce the following notations. Here we give the proof of Lemma 5.1. We are now ready to provide the proof of Lemma 5.1. Here we give the proof of Lemma 5.2.

Automated Program Repair (APR) has advanced rapidly with Large Language Models (LLMs), but most existing methods remain computationally expensive, and focused on a small set of languages. Ruby, despite its widespread use in web development and the persistent challenges faced by its developers, has received little attention in APR research. In this paper, we introduce RAMP, a novel lightweight framework that formulates program repair as a feedback-driven, iterative process for Ruby. RAMP employs a team of collaborative agents that generate targeted tests, reflect on errors, and refine candidate fixes until a correct solution is found. Unlike prior approaches, RAMP is designed to avoid reliance on large multilingual repair databases or costly fine-tuning, instead operating directly on Ruby through lightweight prompting and test-driven feedback. Evaluation on the XCodeEval benchmark shows that RAMP achieves a pass@1 of 67% on Ruby, outper-forming prior approaches. RAMP converges quickly within five iterations, and ablation studies confirm that test generation and self-reflection are key drivers of its performance. Further analysis shows that RAMP is particularly effective at repairing wrong answers, compilation errors, and runtime errors. Our approach provides new insights into multi-agent repair strategies, and establishes a foundation for extending LLM-based debugging tools to under-studied languages.

A T models' multiple-norm robustness (union accuracy) is still low, which is crucial since in the real-world an adversary is not necessarily bounded by a single

However, the agent does see the grey pyramid, which could act as a distraction. OpenXLand generates 3D worlds from building blocks known as metatiles. Below, we go over specific details of the metatiles and the production rules. On the left, we see a platform with a rounded corner. The middle contains a square platform.

Aiming at the problem of driver's perception lag and low utilization efficiency of space-time resources in expressway ramp confluence area, based on the preemptive spatiotemporal trajectory Adjustment system, from the perspective of coordinating spatiotemporal resources, the reasonable value of safe space-time distance in trajectory pre-preparation is quantitatively analyzed. The minimum safety gap required for ramp vehicles to merge into the mainline is analyzed by introducing double positioning error and spatiotemporal trajectory tracking error. A merging control strategy for autonomous driving heterogeneous vehicles is proposed, which integrates vehicle type, driving intention, and safety spatiotemporal distance. The specific confluence strategies of ramp target vehicles and mainline cooperative vehicles under different vehicle types are systematically expounded. A variety of traffic flow and speed scenarios are used for full combination simulation. By comparing the time-position-speed diagram, the vehicle operation characteristics and the dynamic difference of confluence are qualitatively analyzed, and the average speed and average delay are used as the evaluation indices to quantitatively evaluate the performance advantages of the preemptive cooperative confluence control strategy. The results show that the maximum average delay improvement rates of mainline and ramp vehicles are 90.24 % and 74.24 %, respectively. The proposed strategy can effectively avoid potential vehicle conflicts and emergency braking behaviors, improve driving safety in the confluence area, and show significant advantages in driving stability and overall traffic efficiency optimization.