Discontinuous transition from free flow to synchronized flow induced by short-range interaction between vehicles in a three-phase traffic flow model
Discontinuous transition from free flow to synchronized flow induced by short-range interaction between vehicles in a three-phase traffic flow model
复制标题
三相交通流模型中车辆之间的短程相互作用引起的从自由流到同步流的不连续过渡
DOI：
10.1016/j.physa.2009.04.033
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发表时间：
2009-08-01
影响因子：
3.3
通讯作者：
Wu, Qing-Song
中科院分区：
文献类型：
--
作者：
Gao, Kun;Jiang, Rui;Wu, Qing-Song
在本文中，我们在Gao和酱等人提出的元胞自动机模型中加入了对相邻车辆相互作用范围的限制。作者声明：[K.Gao，酱，胡胜祥，王宝海，吴群山，Phys.Rev.E.76(2007)026105]，该模型是在Kerner的三相交通流理论框架内建立的，已被证明能够再现三相交通流。这一修改消除了以前模型中发现的不切实际的现象，即即使相邻车辆彼此之间距离无限远，也可以存在相邻车辆之间的速度自适应效果。因此，在改进的模型中，我们规定这种相互作用只能在有限距离内发生。为简单起见，在本文中我们假设了一个常量来描述这个距离。因此，与以前的模型相比，改进后的模型主要模拟了以下结果，认为这是一个改进。(1)改进模型成功地再现了从自由流到同步流的预期不连续转变以及与之相关的“运动同步流模式”，这在原模型中是不存在的，但在实际交通中已经观察到了。(2)改进后的模型模拟了相关函数、时间间隔分布和最优速度函数，与已有的模型和已发表的大多数其他模型相比，它们都更符合经验数据。(3)该模型与前两个考虑速度差效应的模型一起，最终完成了交通流模型从传统的“基本图法”向三相交通理论发展的一个有意义的过程。这一过程有助于我们对交通动力学和力学有更深入的了解。(C)2009爱思唯尔B.V.保留所有权利。
In this paper, we incorporate a limitation on the interaction range between neighboring vehicles into the cellular automaton model proposed by Gao and Jiang et al. [K. Gao, R. Jiang, S. X. Hu, B. H. Wang and Q S. Wu, Phys. Rev. E 76 (2007) 026105], which was established within the framework of Kerner's three-phase traffic theory and has been shown to be able to reproduce the three-phase traffic flow. This modification eliminates an unrealistic phenomenon found in the previous model, where the velocity-adaptation effect between neighboring vehicles can exist even if those vehicles are infinitely far away from each other. Therefore, in the improved model, we regulate that such interactions can only occur within a finite distance. For simplicity, we suppose a constant value to describe this distance in this paper. As a result, when compared to the previous model, the improved model mainly simulates the following results which are believed to be an improvement. (1) The improved model successfully reproduces the expected discontinuous transition from free flow to synchronized flow and the related "moving synchronized flow pattern", which are both absent in the original model but have been observed in real traffic. (2) The improved model simulates the correlation functions, time headway distributions and optimal velocity functions which are all more consistent with the empirical data than the previous model and most of the other models published before. (3) Together with the previous two models considering the velocity-difference effect, this model finally accomplishes a significative process of developing traffic flow models from the traditional "fundamental diagram approach" to the three-phase traffic theory. This process should be helpful for us to understand the traffic dynamics and mechanics further and deeper. (C) 2009 Elsevier B.V. All rights reserved.