AI 中文总结
研究行人动力学中基于感知的拥挤度及行为反应，通过分析实验行人过街流，探讨感知各向异性对行为关系的影响，发现相互作用几何形状对过街流组织影响更强，动态基本图能更完整地表征瞬态行人相互作用。
AI 中文摘要
行人交通通常用局部密度来表征，但个体所经历的相互作用取决于周围行人的相对位置和感知相关性。这就引发了一个问题，即从局部拥挤度推断出的行为关系对于感知各向异性的表征是否稳健，以及相互作用几何形状如何随时间塑造行人适应性。我们使用局部拥挤度的距离加权度量分析了0至180度角的实验性行人过街流。通过减少焦点行人视野外行人的贡献来改变感知各向异性。我们研究了拥挤度的时间演变及其与速度、方向偏差和加速度的关系。各向异性主要改变拥挤度的数值尺度，而定性动力学、时间进程和过街角度依赖性在很大程度上得以保留。行人明显偏离预期的群体方向，但连续行走方向之间的变化仍然很小，表明通过平滑、渐进的校正而非突然转弯来适应。加速度动力学揭示了干扰和恢复之间的不对称：初始减速随过街几何形状变化很大，而恢复加速度在不同角度更相似。行为相空间中的非回溯轨迹表明，相似的瞬时条件可以对应于相互作用的不同阶段。总体而言，相互作用几何形状对过街流组织的影响比用于量化局部拥挤度的感知加权更强。更广泛地说，动态基本图比仅基于瞬时状态变量的传统关系更完整地表征了瞬态行人相互作用。
英文摘要
Pedestrian traffic is commonly characterized using local density, yet the interactions experienced by individuals depend on the relative positions and perceptual relevance of surrounding pedestrians. This raises the question of whether behavioral relationships inferred from local crowdedness are robust to the representation of perceptual anisotropy, and how interaction geometry shapes pedestrian adaptation over time. We analyze experimental pedestrian crossing flows over angles from 0 to 180 degrees using a distance-weighted measure of local crowdedness. Perceptual anisotropy is varied by reducing the contribution of pedestrians outside the focal pedestrian's field of view. We examine the temporal evolution of crowdedness and its relationships with velocity, directional deviation, and acceleration. Anisotropy primarily changes the numerical scale of crowdedness, while the qualitative dynamics, temporal progression, and crossing-angle dependence remain largely preserved. Pedestrians deviate appreciably from their expected group directions, but changes between successive walking directions remain small, indicating adaptation through smooth, incremental corrections rather than abrupt turns. Acceleration dynamics reveal an asymmetry between disruption and recovery: initial deceleration varies strongly with crossing geometry, whereas recovery accelerations are more similar across angles. Non-retracing trajectories in the behavioral phase spaces show that similar instantaneous conditions can correspond to different phases of the interaction. Overall, interaction geometry has a stronger influence on the organization of crossing flows than the perceptual weighting used to quantify local crowdedness. More broadly, dynamic fundamental diagrams provide a more complete characterization of transient pedestrian interactions than conventional relationships based on instantaneous state variables alone.
Comments22 pages, 13 figures
