Microscopic driving theory with oscillatory congested states: Model and empirical verification |
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| Institution: | 1. Institute of Systems Engineering, College of Management and Economics, Tianjin University, No. 92 Weijin Road, Nankai District, Tianjin 300072, China;2. Technische Universität Dresden, Institute for Transport & Economics, Würzburger Str. 35, D-01062 Dresden, Germany;3. MOE Key Laboratory for Urban Transportation Complex Systems Theory and Technology, Beijing Jiaotong University, Beijing 100044, China;1. Key Laboratory of Road and Traffic Engineering of Ministry of Education, Tongji University, Shanghai 201804, China;2. Department of Civil and Environmental Engineering, University of Washington, Department of Civil Engineering, Box 352700, Seattle, WA 98195-2700, United States;3. School of Traffic and Transportation Engineering, Key Laboratory of Smart Transport in Hunan Province, Central South University, Changsha 410075, China;4. Department of Civil and Environmental Engineering, University of Washington, More Hall 133B, Seattle, WA 98195, United States;1. School of Engineering Science, University of Science and Technology of China, Hefei, Anhui 230026, China;2. MOE Key Laboratory for Urban Transportation Complex Systems Theory and Technology, Beijing Jiaotong University, Beijing 100044, China;3. Department of Civil and Env. Engineering, University of California, Davis, USA;4. Institute of Systems Engineering, College of Management and Economics, Tianjin University, Tianjin 300072, China;1. Institute of Systems Engineering, College of Management and Economics, Tianjin University, Tianjin 300072, China;2. MOE Key Laboratory for Urban Transportation Complex Systems Theory and Technology, Beijing Jiaotong University, Beijing 100044, China;3. Technische Universität Dresden, Institute for Transport & Economics, Würzburger Str. 35, D-01062 Dresden, Germany;1. Jiangsu Key Laboratory of Urban ITS, Southeast University of China, Nanjing, Jiangsu 210096, People’s Republic of China;2. Jiangsu Province Collaborative Innovation Center of Modern Urban Traffic Technologies, Nanjing, Jiangsu 210096, People’s Republic of China;3. MOE Key Laboratory for Urban Transportation Complex Systems Theory and Technology, Beijing Jiaotong University, Beijing 100044, People’s Republic of China;4. School of Engineering Science, University of Science and Technology of China, Hefei, Anhui 230026, People’s Republic of China;5. Department of Traffic Engineering, School of Transportation Engineering, Tongji University, Shanghai 200092, People’s Republic of China;6. Department of Civil and Env. Engineering, University of California, Davis, USA |
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| Abstract: | The essential distinction between the Fundamental Diagram Approach (FDA) and Kerner’s three-phase theory (KTPT) is the existence of a unique gap–speed (or flow–density) relationship in the former class. In order to verify this relationship, empirical data are analyzed with the following findings: (1) linear relationship between the actual space gap and speed can be identified when the speed difference between vehicles approximates zero; (2) vehicles accelerate or decelerate around the desired space gap most of the time. To explain these phenomena, we propose that, in congested traffic flow, the space gap between two vehicles will oscillate around the desired space gap in the deterministic limit. This assumption is formulated in terms of a cellular automaton. In contrast to FDA and KTPT, the new model does not have any congested steady-state solution. Simulations under periodic and open boundary conditions reproduce the empirical findings of KTPT. Calibrating and validating the model to detector data produces results that are better than that of previous studies. |
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| Keywords: | Cellular automaton Kerner’s three-phase traffic flow Fundamental Diagram Approach Safe time gap |
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