决定论性逐步加速交通流模型的渐近稳态行为

研究Nagel-Schreckenberg(NS)交通流元胞自动机模型在不考虑车辆随机延迟情况下的决定论性模型的基本图,即渐近稳态的车流平均速度作为车辆密度的函数关系．证明决定论性NS模型,在车流的自组织作用下,其渐近稳态的基本图,与决定论性Fukui-Ishibashi(FI)交通流模型的基本图完全相同．这个结果表明,若把FI交通流模型中的车辆突然加速方式（即车辆速度可以在仅仅一个时步内加速到其最高速限M或前方空距所允许的最大速度）,改变为车辆逐步加速方式（车辆速度在每一时步中最多仅能增加一个速度单位）,则车辆的自组织相互作用,并不会改变其车流的长时间渐近稳态行为． 关键词：     

多速混合车辆单车道元胞自动机交通流模型的研究

在交通流NS模型的基础上，建立了多速混合车辆单车道元胞自动机交通流模型， 通过计算机数值模拟，得到了混合车辆在不同参数下交通流模型的基本图，并对混合交通的 特性进行了分析和讨论. 关键词： 元胞自动机 混合交通流模型 计算机模拟     

考虑延迟概率因素对混合车辆敏感驾驶交通流模型的研究

在交通流NS模型的基础上，考虑混合车辆之间存在的速度差异，不同车辆的驾驶员在对前车的敏感驾驶随机减速行为过程中其延迟概率是不同的，从而提出了一维多速混合车辆敏感驾驶元胞自动机交通流模型. 通过计算机数值模拟得到了混合车辆在不同参数下的 基本图.结果表明，与NS模型、SDNS模型相比，道路交通流量有较大的提高，而且还展现出 了亚稳态、相分离等复杂的实际交通行为现象.结合实际情况，对混合交通的特性进行了分析和讨论. 关键词： 元胞自动机 混合交通流模型 亚稳态 相分离 计算机模 拟     

考虑公交港湾式停靠的多速混合城市交通流元胞自动机模型研究

在Nagel-Schreckenberg提出的元胞自动机模型基础上,建立了考虑公交车辆和港湾式公交停靠站的多速混合车辆单车道城市交通流元胞自动机模型.通过计算机模拟,给出了随机减速概率、混合车流密度、公交车辆平均停靠时间、公交车辆占有率和港湾式公交车站间距对混合车流速度和流量的影响图.对混合车流的特性进行了分析和讨论. 关键词： 元胞自动机 港湾式公交停靠站 混合交通流模型 计算机模拟     

双车道元胞自动机NS和WWH交通流混合模型的研究

考虑不同车辆的驾驶员有不同的驾驶方式和习惯，具体表现为不同的驾驶员采用适合自己行车特点的交通流模型在道路上驾车行驶，在一维元胞自动机交通流NS模型和WWH模型的基础上，建立了双车道元胞自动机NS和WWH交通流混合模型. 通过计算机模拟，给出了混合比例系数f_NS对混合交通流的速度-密度和流量-密度图以及车辆转道频率影响的结果. 关键词： 双车道 元胞自动机 混合交通流模型 计算机数值模拟     

开放边界条件下二维可转向主干道交通流模型的研究

在开放性边界条件下，利用改进的Nagel-Schreckenberg交通流模型，引入过路口车辆的可 转向机理，建立二维n速主干道元胞自动机交通流模型，研究了转向概率和边界条件对 干道交通状况的影响而导致的不同相变特性以及这两个因素对实现改善干道交通的组织作用 . 关键词： 元胞自动机 交通流 转向概率 相变     

智能交通系统的元胞自动机交通流模型

在Nagel-Schreckenberg(NS)模型的基础上，提出一种可应用智能交通系统（ITS）信息的新的交通流元胞自动机模型. 其中考虑了有效间距及刹车灯的作用，并引入了可变安全间距的新概念. 数值模拟表明：对于这种改进的ITS元胞自动机模型，道路交通量有了显著提高，体现了智能交通的优越性——有效地扩大交通流量，减少阻塞生成. 当考虑快车和慢车的混合交通流时，发现即使少量的慢车也会导致交通流量大幅度下降，说明了严格实施快慢道行驶的必要性. 关键词： 交通流 智能交通系统（ITS） 元胞自动机模型 刹车灯 可变安全间距     

过路收费站对高速公路交通的影响

基于Nagel-Schreckenberg交通流模型，建立了关于单车道电子收费和人工收费系统的元胞自动机交通流模型.通过计算机数值模拟，得到了混合付费车流在不同参数下交通流模型的基本图，并对电子收费和人工收费共存系统的交通流特性进行了分析和讨论.     

一种改进Nagel-Schreckenberg模型在开放边界条件下交通流的研究

研究了一种改进的Nagel-Schreckenberg模型在开放边界条件下交通流的性质，分析了边界条件，安全距离，刹车概率对交通流的影响. 关键词： 元胞自动机 交通流 安全距离 延迟起动     

基于元胞自动机模型的上匝道合流处交替通行控制的研究

上海市高架道路的上匝道合流处率先实施了交替通行的控制策略.以Fukui和Ishibashi提出的FI元胞自动机交通流模型为基础，对实施该策略前后的上匝道合流处分别建立合理的交通流模型，并对交通流进行了数值模拟和分析.结果表明：当高架路主线和上匝道的来流车辆较多时，交替通行控制可以大大改善高架道路交通；当交通流稀疏时，实施控制前后交通流状况基本不发生变化. 关键词： 元胞自动机模型 上匝道合流处 交替通行控制 数值模拟     

The relations of “go and stop” wave to car accidents in a cellular automaton with velocity-dependent randomization

In this paper we numerically study the probability P_ac of the occurrence of traffic accidents in the Nagel-Schreckenberg (NS) model with velocity-dependent randomization (VDR). Numerical results show that there is a critical density over which car accidents occur, but below which no car accidents happen. Different from the accident probability in the NS model, the accident probability in the VDR model monotonously decreases with increase of car density above the critical density. The value of the accident probability is only determined by the stochastic noise and the number of cars on road. In the stochastic VDR model with the speed limit v_max=1, no critical density exists and car accidents happen in the whole density region. The braking probabilities of standing cars and moving cars have different influences on the accident probability. A mean-field theory reveals that the accident probability is proportional to the mean density of “go and stop” wave per time step. Theoretical analyses give excellent agreement with numerical results in the VDR model.     

Automated Traffic and the Finite Size Resonance

We investigate in detail what one might call the canonical (automated) traffic problem: A long string of N+1 cars (numbered from 0 to N) moves along a one-lane road “in formation” at a constant velocity and with a unit distance between successive cars. Each car monitors the relative velocity and position of only its neighboring cars. This information is then fed back to its own engine which decelerates (brakes) or accelerates according to the information it receives. The question is: What happens when due to an external influence—a traffic light turning green—the ‘zero’th’ car (the “leader”) accelerates?As a first approximation, we analyze linear(ized) equations and show that in this scenario the traffic flow has a tendency to be stop-and-go. We give approximate solutions for the global traffic as function of all the relevant parameters (the feed back parameters as well as cruise velocity and so on). We discuss general design principles for these algorithms, that is: how does the choice of parameters influence the performance.     

A new dynamic model for heterogeneous traffic flow

Based on the property of heterogeneous traffic flow, we in this Letter present a new car-following model. Applying the relationship between the micro and macro variables, a new dynamic model for heterogeneous traffic flow is obtained. The fundamental diagram and the jam density of the heterogeneous traffic flow consisting of bus and car are studied under three different conditions: (1) without any restrictions, (2) under the action of the traffic control policy that restrains some private cars and (3) using bus to replace the private cars restrained by the traffic control policy. The numerical results show that our model can describe some qualitative properties of the heterogeneous traffic flow consisting of bus and car, which verifies that our model is reasonable.     

Second-order phase transition in two-dimensional cellular automaton model of traffic flow containing road sections

Two-dimensional cellular automaton model has been broadly researched for traffic flow, as it reveals the main characteristics of the traffic networks in cities. Based on the BML models, a first-order phase transition occurs between the low-density moving phase in which all cars move at maximal speed and the high-density jammed phase in which all cars are stopped. However, it is not a physical result of a realistic system. We propose a new traffic rule in a two-dimensional traffic flow model containing road sections, which reflects that a car cannot enter into a road crossing if the road section in front of the crossing is occupied by another car. The simulation results reveal a second-order phase transition that separates the free flow phase from the jammed phase. In this way the system will not be entirely jammed (“don’t block the box” as in New York City).     

Multifractal chaotic attractors in a system of delay-differential equations modeling road traffic

We study a system of delay-differential equations modeling single-lane road traffic. The cars move in a closed circuit and the system's variables are each car's velocity and the distance to the car ahead. For low and high values of traffic density the system has a stable equilibrium solution, corresponding to the uniform flow. Gradually decreasing the density from high to intermediate values we observe a sequence of supercritical Hopf bifurcations forming multistable limit cycles, corresponding to flow regimes with periodically moving traffic jams. Using an asymptotic technique we find approximately small limit cycles born at Hopf bifurcations and numerically preform their global continuations with decreasing density. For sufficiently large delay the system passes to chaos following the Ruelle-Takens-Newhouse scenario (limit cycles-two-tori-three-tori-chaotic attractors). We find that chaotic and nonchaotic attractors coexist for the same parameter values and that chaotic attractors have a broad multifractal spectrum. (c) 2002 American Institute of Physics.     

交通流双车跟驰模型与数值仿真

基于全速度差(FVD)模型,考虑双前车信息的影响,提出了交通流双车跟驰模型.通过线性稳定性分析,得到了改进模型的稳定性条件. 与FVD模型对比研究表明,改进模型的稳定区域有明显增加.数值模拟结果表明,改进模型通过调节次近邻前车信息,可以避免FVD模型中因为反应系数较小时出现负速度的缺陷.同时也表明次近邻前车对交通流存在不可忽视的影响. 关键词： 交通流 双车跟驰模型 模拟     

Modeling U-turn traffic flow

Median U-turns are sometimes installed to improve the traffic flow at busy intersections by eliminating left turns. Using a microscopic traffic model, we confirmed the presence of transitions from free flow to congested flow with increasing car inflow density. In addition, our proposed rules inside a U-turn curve, which accounted for safety issues and an asymmetric lane changing behavior (outer-to-inner vs. inner-to-outer lane transitions), predicted the speed distribution of cars after the U-turn curve. We found that U-turn curves installed for improving traffic flow at busy intersections produced their desired effects only when there is minimal interaction between cars.     

Traffic states and jamming transitions induced by a bus in two-lane traffic flow

We study the traffic states and jamming transitions induced by a bus (slow car) in a two-lane traffic of cars. We use the dynamic model which is an extended one of the optimal velocity model to take into account the lane changing. The fundamental (flow-density) diagram is presented. The fundamental diagram changes highly by introducing a bus on a two-lane roadway. It is found that there are the six distinct states for the two-lane traffic flow including a bus. The spatio-temporal patterns are presented for the distinct traffic states. The dynamical state of traffic changes with density of cars. It is shown that the dynamical transitions among the distinct traffic states occur at some values of density. The phase diagram (region map) is shown for the two-lane traffic flow including a bus.