2,401 research outputs found
A realistic two-lane traffic model for highway traffic
A two-lane extension of a recently proposed cellular automaton model for
traffic flow is discussed. The analysis focuses on the reproduction of the lane
usage inversion and the density dependence of the number of lane changes. It is
shown that the single-lane dynamics can be extended to the two-lane case
without changing the basic properties of the model which are known to be in
good agreement with empirical single-vehicle data. Therefore it is possible to
reproduce various empirically observed two-lane phenomena, like the
synchronization of the lanes, without fine-tuning of the model parameters
Mechanical restriction versus human overreaction triggering congested traffic states
A new cellular automaton (CA) traffic model is presented. The focus is on
mechanical restrictions of vehicles realized by limited acceleration and
deceleration capabilities. These features are incorporated into the model in
order to construct the condition of collision-free movement. The strict
collision-free criterion imposed by the mechanical restrictions is softened in
certain traffic situations, reflecting human overreaction. It is shown that the
present model reliably reproduces most empirical findings including
synchronized flow, the so-called {\it pinch effect}, and the time-headway
distribution of free flow. The findings suggest that many free flow phenomena
can be attributed to the platoon formation of vehicles ({\it platoon effect})Comment: 5 pages, 3 figures, to appear in PR
Towards a realistic microscopic description of highway traffic
Simple cellular automata models are able to reproduce the basic properties of
highway traffic. The comparison with empirical data for microscopic quantities
requires a more detailed description of the elementary dynamics. Based on
existing cellular automata models we propose an improved discrete model
incorporating anticipation effects, reduced acceleration capabilities and an
enhanced interaction horizon for braking. The modified model is able to
reproduce the three phases (free-flow, synchronized, and stop-and-go) observed
in real traffic. Furthermore we find a good agreement with detailed empirical
single-vehicle data in all phases.Comment: 7 pages, 7 figure
Steady state solutions of hydrodynamic traffic models
We investigate steady state solutions of hydrodynamic traffic models in the
absence of any intrinsic inhomogeneity on roads such as on-ramps. It is shown
that typical hydrodynamic models possess seven different types of inhomogeneous
steady state solutions. The seven solutions include those that have been
reported previously only for microscopic models. The characteristic properties
of wide jam such as moving velocity of its spatiotemporal pattern and/or
out-flux from wide jam are shown to be uniquely determined and thus independent
of initial conditions of dynamic evolution. Topological considerations suggest
that all of the solutions should be common to a wide class of traffic models.
The results are discussed in connection with the universality conjecture for
traffic models. Also the prevalence of the limit-cycle solution in a recent
study of a microscopic model is explained in this approach.Comment: 9 pages, 6 figure
Nonphotonic electrons at RHIC within -factorization approach and with experimental semileptonic decay functions
We discuss production of nonphotonic electrons in proton-proton scattering at
RHIC. The distributions in rapidity and transverse momentum of charm and bottom
quarks/antiquarks are calculated in the -factorization approach. We use
different unintegrated gluon distributions from the literature. The
hadronization of heavy quarks is done by means of Peterson and Braaten et al.
fragmentation functions. The semileptonic decay functions are found by fitting
recent semileptonic data obtained by the CLEO and BABAR collaborations. We get
good description of the data at large transverse momenta of electrons and find
a missing strength concentrated at small transverse momenta of electrons.
Plausible missing mechanisms are discussed.Comment: 16 pages, 11 figure
Memory effects in microscopic traffic models and wide scattering in flow-density data
By means of microscopic simulations we show that non-instantaneous adaptation
of the driving behaviour to the traffic situation together with the
conventional measurement method of flow-density data can explain the observed
inverse- shape and the wide scattering of flow-density data in
``synchronized'' congested traffic. We model a memory effect in the response of
drivers to the traffic situation for a wide class of car-following models by
introducing a new dynamical variable describing the adaptation of drivers to
the surrounding traffic situation during the past few minutes (``subjective
level of service'') and couple this internal state to parameters of the
underlying model that are related to the driving style. % For illustration, we
use the intelligent-driver model (IDM) as underlying model, characterize the
level of service solely by the velocity and couple the internal variable to the
IDM parameter ``netto time gap'', modelling an increase of the time gap in
congested traffic (``frustration effect''), that is supported by single-vehicle
data. % We simulate open systems with a bottleneck and obtain flow-density data
by implementing ``virtual detectors''. Both the shape, relative size and
apparent ``stochasticity'' of the region of the scattered data points agree
nearly quantitatively with empirical data. Wide scattering is even observed for
identical vehicles, although the proposed model is a time-continuous,
deterministic, single-lane car-following model with a unique fundamental
diagram.Comment: 8 pages, submitted to Physical Review
Cellular automata approach to three-phase traffic theory
The cellular automata (CA) approach to traffic modeling is extended to allow
for spatially homogeneous steady state solutions that cover a two dimensional
region in the flow-density plane. Hence these models fulfill a basic postulate
of a three-phase traffic theory proposed by Kerner. This is achieved by a
synchronization distance, within which a vehicle always tries to adjust its
speed to the one of the vehicle in front. In the CA models presented, the
modelling of the free and safe speeds, the slow-to-start rules as well as some
contributions to noise are based on the ideas of the Nagel-Schreckenberg type
modelling. It is shown that the proposed CA models can be very transparent and
still reproduce the two main types of congested patterns (the general pattern
and the synchronized flow pattern) as well as their dependence on the flows
near an on-ramp, in qualitative agreement with the recently developed continuum
version of the three-phase traffic theory [B. S. Kerner and S. L. Klenov. 2002.
J. Phys. A: Math. Gen. 35, L31]. These features are qualitatively different
than in previously considered CA traffic models. The probability of the
breakdown phenomenon (i.e., of the phase transition from free flow to
synchronized flow) as function of the flow rate to the on-ramp and of the flow
rate on the road upstream of the on-ramp is investigated. The capacity drops at
the on-ramp which occur due to the formation of different congested patterns
are calculated.Comment: 55 pages, 24 figure
An empirical test for cellular automaton models of traffic flow
Based on a detailed microscopic test scenario motivated by recent empirical
studies of single-vehicle data, several cellular automaton models for traffic
flow are compared. We find three levels of agreement with the empirical data:
1) models that do not reproduce even qualitatively the most important empirical
observations,
2) models that are on a macroscopic level in reasonable agreement with the
empirics, and 3) models that reproduce the empirical data on a microscopic
level as well.
Our results are not only relevant for applications, but also shed new light
on the relevant interactions in traffic flow.Comment: 28 pages, 36 figures, accepted for publication in PR
Calibration of the Particle Density in Cellular-Automaton Models for Traffic Flow
We introduce density dependence of the cell size in cellular-automaton models
for traffic flow, which allows a more precise correspondence between real-world
phenomena and what observed in simulation. Also, we give an explicit
calibration of the particle density particularly for the asymmetric simple
exclusion process with some update rules. We thus find that the present method
is valid in that it reproduces a realistic flow-density diagram.Comment: 2 pages, 2 figure
Excitation and relaxation in atom-cluster collisions
Electronic and vibrational degrees of freedom in atom-cluster collisions are
treated simultaneously and self-consistently by combining time-dependent
density functional theory with classical molecular dynamics. The gradual change
of the excitation mechanisms (electronic and vibrational) as well as the
related relaxation phenomena (phase transitions and fragmentation) are studied
in a common framework as a function of the impact energy (eV...MeV). Cluster
"transparency" characterized by practically undisturbed atom-cluster
penetration is predicted to be an important reaction mechanism within a
particular window of impact energies.Comment: RevTeX (4 pages, 4 figures included with epsf
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