重新审视舒适驾驶模型：交通阶段和相变
The comfortable driving model revisited: Traffic phases and phase transitions
摘要：
我们研究了微观交通模型在不同边界条件下的时空模式，并与经验结果进行了对比。通过评价当地测量的时间序列，当地的交通状态分配到不同的交通阶段的Kerner的三相交通理论。对于这种分类，我们使用基于规则的FOTO方法，它为这种分配提供了“硬”规则。使用这种方法，我们的分析表明，该模型确实能够再现三个定性不同的交通阶段：自由流（F），同步交通（S），和广泛的移动堵塞（J）。此外，我们调查的可能性之间的过渡的三个交通阶段。我们表明，从自由流（F）的过渡到一个广泛的移动堵塞（J）往往涉及一个中间过渡，首先从自由流F到同步流S，然后从同步流到一个广泛的移动堵塞。这由以下事实支持：所谓的F->S转换（从自由流到同步业务）比直接F->J转换更可能。所考虑的模型具有交通流和交通密度之间的函数关系。然而，三相交通理论的基本假设假定是，同步流的稳态在流密度平面中占据二维区域。由于所研究的模型与三相交通流理论的假设存在明显的差异，我们发现的良好一致性是不可预期的。为了进行更详细的分析，我们还研究了微观层面上的车辆动力学，并提供了一个比较真实的检测器数据与模拟数据的同一公路段。
英文摘要：
We study the spatiotemporal patterns resulting from different boundary conditions for a microscopic traffic model and contrast it with empirical results. By evaluating the time series of local measurements, the local traffic states are assigned to the different traffic phases of Kerner's three-phase traffic theory. For this classification we use the rule-based FOTO-method, which provides `hard' rules for this assignment. Using this approach, our analysis shows that the model is indeed able to reproduce three qualitatively different traffic phases: free flow (F), synchronized traffic (S), and wide moving jams (J). In addition, we investigate the likelihood of transitions between the three traffic phases. We show that a transition from free flow (F) to a wide moving jam (J) often involves an intermediate transition; first from free flow F to synchronized flow S and then from synchronized flow to a wide moving jam. This is supported by the fact that the so called F->S transition (from free flow to synchronized traffic) is much more likely than a direct F->J transition. The model under consideration has a functional relation between traffic flow and traffic density. The fundamental hypothesis of the three-phase traffic theory, however, postulates that the steady states of synchronized flow occupy a two-dimensional region in the flow-density plane. Due to the obvious discrepancy between the model investigated here and the postulate of the three-phase traffic theory, the good agreement that we found could not be expected. For a more detailed analysis, we also studied the vehicle dynamics at a microscopic level and provide a comparison of real detector data with simulated data of the identical highway segment.
机构、总结、中文摘要均由AI分析而来，可能存在错误，请以论文正文为准。
