The comfortable driving model revisited: traffic phases and phase transitions

DOI10.1088/1742-5468/2013/07/P07002zbMATH Open1456.82866arXiv1306.3115OpenAlexW3098401914WikidataQ57653913 ScholiaQ57653913MaRDI QIDQ3301636FDOQ3301636

Authors: Florian Knorr, Michael Schreckenberg 

Publication date: 11 August 2020

Published in: Journal of Statistical Mechanics: Theory and Experiment (Search for Journal in Brave)

Abstract: 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.

Full work available at URL: https://arxiv.org/abs/1306.3115

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Mathematics Subject Classification ID

Dynamic and nonequilibrium phase transitions (general) in statistical mechanics (82C26) Transport processes in time-dependent statistical mechanics (82C70)

Cites Work

• On the modeling of traffic and crowds: a survey of models, speculations, and perspectives
• On the reproducibility of spatiotemporal traffic dynamics with microscopic traffic models
• Introduction to Modern Traffic Flow Theory and Control
• A realistic two-lane traffic model for highway traffic
• Towards a realistic microscopic description of highway traffic
• Cellular automata approach to three-phase traffic theory
• Spatial–temporal patterns at an isolated on-ramp in a new cellular automata model based on three-phase traffic theory
• Cellular automata models for synchronized traffic flow
• A new three-step cellular automaton model considering a realistic driving decision

Cited In (10)

• A macro traffic flow model accounting for real-time traffic state
• Failure of classical traffic flow theories: stochastic highway capacity and automatic driving
• Breakdown minimization principle versus Wardrop's equilibria for dynamic traffic assignment and control in traffic and transportation networks: a critical mini-review
• An extended car-following model accounting for the average headway effect in intelligent transportation system
• A simple stochastic cellular automaton for synchronized traffic flow
• Deterministic microscopic three-phase traffic flow models
• First- and second-order phase transitions from free flow to synchronized flow
• An empirical study of phase transitions from synchronized flow to jams on a single-lane highway
• Criterion for traffic phases in single vehicle data and empirical test of a microscopic three-phase traffic theory
• A microscopic model for phase transitions in traffic flow

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