Critical scaling of shear viscosity at the jamming transition

We carry out numerical simulations to study transport behavior about the jamming transition of a model granular material in two dimensions at zero temperature. Shear viscosity eta is computed as a function of particle volume density rho and applied shear stress sigma, for diffusively moving particles with a soft core interaction. We find an excellent scaling collapse of our data as a function of the scaling variable sigma/|rho(c)-rho|(Delta), where rho(c) is the critical density at sigma=0 ("point J"), and Delta is the crossover scaling critical exponent. We define a correlation length xi from velocity correlations in the driven steady state and show that it diverges at point J. Our results support the assertion that jamming is a true second-order critical phenomenon.     

Exact phase diagram for an asymmetric avalanche process

The Bethe ansatz method and an iterative procedure based on detailed balance are used to obtain exact results for an asymmetric avalanche process on a ring. The average velocity of particle flow, v, is derived as a function of the toppling probabilities and the density of particles, rho. As rho increases, the system shows a transition from intermittent to continuous flow, and v diverges at a critical point rho(c) with exponent alpha. The exact phase diagram of the transition is obtained and alpha is found to depend on the toppling rules.     

Traffic flow characteristics in a mixed traffic system consisting of ACC vehicles and manual vehicles: A hybrid modelling approach

In this paper, we have investigated traffic flow characteristics in a traffic system consisting of a mixture of adaptive cruise control (ACC) vehicles and manual-controlled (manual) vehicles, by using a hybrid modelling approach. In the hybrid approach, (i) the manual vehicles are described by a cellular automaton (CA) model, which can reproduce different traffic states (i.e., free flow, synchronised flow, and jam) as well as probabilistic traffic breakdown phenomena; (ii) the ACC vehicles are simulated by using a car-following model, which removes artificial velocity fluctuations due to intrinsic randomisation in the CA model. We have studied the traffic breakdown probability from free flow to congested flow, the phase transition probability from synchronised flow to jam in the mixed traffic system. The results are compared with that, where both ACC vehicles and manual vehicles are simulated by CA models. The qualitative and quantitative differences are indicated.     

Experimental observation of evanescent modes at the interface to slow-light photonic crystal waveguides

We experimentally study the fields close to an interface between two photonic crystal waveguides that have different dispersion properties. After the transition from a waveguide in which the group velocity of light is v(g) ~ c/10 to a waveguide in which it is v(g) ~ c/100, we observe a gradual increase in the field intensity and the lateral spreading of the mode. We attribute this evolution to the existence of a weakly evanescent mode that exponentially decays away from the interface. We compare this to the situation where the transition between the waveguides only leads to a minor change in group velocity and show that, in that case, the evolution is absent. Furthermore, we apply novel numerical mode extraction techniques to confirm experimental results.     

Instability in a network coevolving with a particle system

We study the coupled dynamics of a network and a particle system. Particles of density rho diffuse freely along edges, each of which is rewired at a rate given by a decreasing function of particle flux. We find that the coupled dynamics leads to an instability toward the formation of hubs and that there is a dynamic phase transition at a threshold particle density rho c. In the low density phase, the network evolves into a star-shaped one with the maximum degree growing linearly in time. In the high density phase, the network exhibits a fat-tailed degree distribution and an interesting dynamic scaling behavior. We present an analytic theory explaining the mechanism for the instability and a scaling theory for the dynamic scaling behavior.     

Modified coupled map car-following model and its delayed feedback control scheme

A modified coupled map car-following model is proposed, in which two successive vehicle headways in front of the considering vehicle is incorporated into the optimal velocity function. The steady state under certain conditions is obtained. An error system around the steady state is studied further. Moreover, the condition for the state having no traffic jam is derived. A new control scheme is presented to suppress the traffic jam in the modified coupled map car-following model under the open boundary. A control signal including the velocity differences between the following and the considering vehicles, and between the preceding and the considering vehicles is used. The condition under which the traffic jam can be well suppressed is analysed. The results are compared with that presented by Konishi et al. (the KKH model). The simulation results show that the temporal behaviour obtained in our model is better than that in the KKH model. The simulation results are in good agreement with the theoretical analysis.     

Jamming transition of a two-dimensional traffic dynamics with consideration of optimal current difference

A modified two-dimensional lattice hydrodynamic traffic flow model is proposed by incorporating the optimal current difference effect of leading vehicles. Phase transitions and critical phenomenon are investigated near the critical point both analytically and numerically. Based on the configuration of vehicles, it is shown that two distinct jamming transitions occur: conventional jamming transition to the kink jam and jamming transition to the chaotic jam. It is shown that consideration of optimal current difference effect stabilizes the traffic flow and suppresses the traffic jam efficiently for all possible configurations of vehicles on a square lattice.     

The stability analysis of the full velocity and acceleration velocity model

The stability analysis is one of the important problems in the traffic flow theory, since the congestion phenomena can be regarded as the instability and the phase transition of a dynamical system. Theoretically, we analyze the stable conditions of the full velocity and acceleration difference model (FVADM), which is proposed by introducing the acceleration difference term based on the previous car-following models (the optimal velocity model and the full velocity difference model, OVM and FVDM). By numerical simulations, it is found that when the traffic flow is unstable, the traffic jam in the FVADM is weaker than that in the FVDM. Also it is observed that the spreading speed of the jam is slower in the FVADM than that in the FVDM and the fluctuations of vehicles in the FVADM are smaller than those in the FVDM. Therefore, the acceleration difference term has strong effects on traffic dynamics and plays an important role in stabilizing the traffic flow.     

Dissolution of traffic jam via additional local interactions

We use a cellular automata approach to numerically investigate traffic flow patterns on a single lane. The free-flow phase (F), the synchronized phase (S), and the jam phase (J) are observed and the transitions among them are studied as the vehicular density $\rho$ is slowly varied. If $\rho$ is decreased from well inside the J phase, the flux $\Phi$ follows the lower branch of the hysteresis loop, implying that the adiabatic decrease of $\rho$ is not an efficient way to put the system back into S or F phases. We propose a simple way to help the system to escape out of J phase, which is based on the local information of the velocities of downstream vehicles.     

一种改进的一维元胞自动机交通流模型及减速概率的影响

在Nagel-Schrekenberg单车道元胞自动机交通流模型的基础上,考虑车辆之间的相对运动以及车辆减速概率对交通状态的影响,提出了一种改进的单车道元胞自动机交通流模型.并以该模型进行计算机模拟,结果表明,在车流状态的演化过程中,通过确定减速概率与车辆密度的指数v关系来控制车流量,不同的v值车流量不同,对车辆运动出现堵塞相的相变点有影响.当v约为0.75时,模拟结果与实测结果符合.随着车辆密度的增加,车辆的局域聚集程度加大,平均速度下降增大,将出现不稳定的车辆聚集的堵塞相.在车辆的运动过程中,车流的运 关键词： 交通流 元胞自动机 减速概率 堵塞相     

Cellular automaton model in the fundamental diagram approach reproducing the synchronized outflow of wide moving jams

Velocity effect and critical velocity are incorporated into the average space gap cellular automaton model [J.F. Tian, et al., Phys. A 391 (2012) 3129], which was able to reproduce many spatiotemporal dynamics reported by the three-phase theory except the synchronized outflow of wide moving jams. The physics of traffic breakdown has been explained. Various congested patterns induced by the on-ramp are reproduced. It is shown that the occurrence of synchronized outflow, free outflow of wide moving jams is closely related with drivers time delay in acceleration at the downstream jam front and the critical velocity, respectively.     

Transition from Kardar-Parisi-Zhang to tilted interface critical behavior in a solvable asymmetric avalanche model

We use a discrete-time formulation of the asymmetric avalanche process (ASAP) [Phys. Rev. Lett. 87, 084301 (2001)]] of p particles on a finite ring of N sites to obtain an exact expression for the average avalanche size as a function of toppling probabilities and particle density rho=p/N. By mapping the model onto driven interface problems, we find that the ASAP incorporates the annealed Kardar-Parizi-Zhang and quenched tilted interface dynamics for rhorho(c), respectively, with rho(c) being the critical density for given toppling probabilities and N--> infinity. We analyze the crossover between two regimes and show which parameters are relevant near the transition point.     

Effect of gravitational force upon traffic flow with gradients

We study the effect of gravitational force upon traffic flow on a highway with sag, uphill, and downhill. We extend the optimal velocity model to take into account the gravitational force which acts on vehicles as an external force. We study the traffic states and jamming transitions induced by the slope of highway. We derive the fundamental diagrams (flow-density diagrams) for the traffic flow on the sag, the uphill, and downhill by using the extended optimal velocity model. We clarify where and when traffic jams occur on a highway with gradients. We show the relationship between densities before and after the jam. We derive the dependence of the fundamental diagram on the slope of gradients.     

多速度差模型及稳定性分析

在全速度差(Full Velocity Difference, FVD)模型的基础上，提出了一个扩展模型——多速度差(Multiple Velocity Difference, MVD)模型. 在MVD模型中，尝试利用多辆前车信息以提高交通流的稳定性，除了考虑前车与本车的速度差外，进一步利用了多辆前车间的速度差信息. 通过线性稳定性分析，对两个模型进行比较，发现在MVD模型中，自由流稳定的敏感系数临界值变小，稳定区域有明显增加. 数值仿真结果表明，MVD模型能有效地抑制交通流堵塞. 关键词： 交通流 稳定性分析 速度差 节能     

Prospecting for the superfluid transition in electron-hole coupled quantum wells using coulomb drag

I investigate the possibility of using Coulomb drag to detect a precursor of the predicted (but as yet not definitively observed) superfluid transition in electron-hole coupled quantum wells. The drag transresistivity rho(21) is shown to be significantly enhanced above the mean-field transition temperature T(c) and to diverge logarithmically as T-->T(+)(c), due to electron-hole pairing fluctuations which are somewhat analogous to the Maki-Thompson contribution to conductivity in metals above the superconducting T(c). The enhancement in rho(21) is estimated to be detectable at temperatures much higher than T(c).     

Free energy functional for nonequilibrium systems: an exactly solvable case

We consider the steady state of an open system in which there is a flux of matter between two reservoirs at different chemical potentials. For a large system of size N, the probability of any macroscopic density profile rho(x) is exp[-NF([rho])]; F thus generalizes to nonequilibrium systems the notion of free energy density for equilibrium systems. Our exact expression for F is a nonlocal functional of rho, which yields the macroscopically long range correlations in the nonequilibrium steady state previously predicted by fluctuating hydrodynamics and observed experimentally.     

Crossover from weak localization to Shubnikov-de Haas oscillations in a high-mobility 2D electron gas

We study the magnetoresistance deltarho(xx)(B)/rho(0) of a high-mobility 2D electron gas in the domain of magnetic fields B, intermediate between the weak localization and the Shubnikov-de Haas oscillations, where deltarho(xx)(B)/rho(0) is governed by the interaction effects. Assuming short-range impurity scattering, we demonstrate that in the second order in the interaction parameter lambda a linear B dependence, deltarho(xx)(B)/rho(0) approximately lambda(2)omega(c)/E(F) with a temperature-independent slope, emerges in this domain of B (here omega(c) and E(F) are the cyclotron frequency and the Fermi energy, respectively). Unlike previous mechanisms, the linear magnetoresistance is unrelated to the electron executing the full Larmour circle, but rather originates from the impurity scattering via the B dependence of the phase of the impurity-induced Friedel oscillations.     

考虑最邻近前车综合信息的反馈控制跟驰模型

拥堵控制中, 通过车辆运行状态感知与控制的交互融合, 实现对车辆有效控制的过程, 具有信息物理融合系统的典型特征. 本文基于Konishi等的研究工作, 从交通信息系统与交通物理系统融合的角度, 进一步考虑优化速度差和安全间距对车流的影响, 在耦合映射跟驰模型中, 提出了一种考虑最邻近前车综合信息的交通拥堵反馈控制方案. 运用反馈控制理论, 给出了头车速度发生变化时交通流保持稳定的条件, 并与前人工作进行了比较. 理论分析与数值模拟结果一致表明, 耦合映射跟驰模型在本文提出的控制方案下能更有效地抑制交通拥堵. 关键词： 交通流 交通拥堵控制 耦合映射跟驰模型 信息物理融合系统     

Anti-de sitter/conformal-field-theory calculation of screening in a hot wind

One of the challenges in relating experimental measurements of the suppression in the number of J/psi mesons produced in heavy ion collisions to lattice QCD calculations is that whereas the lattice calculations treat J/psi mesons at rest, in a heavy ion collision a cc[over ] pair can have a significant velocity with respect to the hot fluid produced in the collision. The putative J/psi finds itself in a hot wind. We present the first rigorous nonperturbative calculation of the consequences of a wind velocity v on the screening length L(s) for a heavy quark-antiquark pair in hot N=4 supersymmetric QCD. We find L(s)(v,T)=f(v)[1-v(2)](1/4)/piT with f(v) only mildly dependent on v and the wind direction. This L(s)(v,T) approximately L(s)(0,T)/sqrt[gamma] velocity scaling, if realized in QCD, provides a significant additional source of J/psi suppression at transverse momenta which are high but within experimental reach.     

Acoustic correlates of the front/back vowel distinction: a comparison of transition onset versus "steady state"

This study investigated whether F2 and F3 transition onsets could encode the vowel place feature as well as F2 and F3 "steady-state" measures [Syrdal and Gopal, J. Acoust. Soc. Am. 79, 1086-1100 (1986)]. Multiple comparisons were made using (a) scatterplots in multidimensional space, (b) critical band differences, and (c) linear discriminant functional analyses. Four adult male speakers produced /b/(v)/t/, /d/(v)/t/, and /g/(v)/t/ tokens with medial vowel contexts /i,I, E, ey, ae, a, v, c, o, u/. Each token was repeated in a random order five times, yielding a total of 150 tokens per subject. Formant measurements were taken at four loci: F2 onset, F2 vowel, F3 onset, and F3 vowel. Onset points coincided with the first glottal pulse following the release burst and steady-state measures were taken approximately 60-70 ms post-onset. Graphic analyses revealed two distinct, minimally overlapping subsets grouped by front versus back. This dichotomous grouping was also seen in two-dimensional displays using only "onset" data as coordinates. Conversion to a critical band (bark) scale confirmed that front vowels were characterized by F3-F2 bark differences within a critical 3-bark distance, while back vowels exceeded the 3-bark critical distance. Using the critical distance metric onset values categorized front vowels as well as steady-state measures, but showed a 20% error rate for back vowels. Front vowels had less variability than back vowels. Statistical separability was quantified with linear discriminant function analysis. Percent correct classification into vowel place groups was 87.5% using F2 and F3 onsets as input variables, and 95.7% using F2 and F3 vowel. Acoustic correlates of the vowel place feature are already present at second and third formant transition onsets.