A few years ago Nagel and Schreckenberg introduced a model for traffic flow, 1 which, though quite simple, is able to reproduce the basic properties of traffic. Meanwhile many variations of the model have been developed, part of them concentrate on introducing an inhomogenous fleet of cars with different maximum velocities.Here we also want to study the effect of introducing a certain fraction of vehicles with a lower maximum velocity ("trucks") to the Nagel-Schreckenberg-model. We give a detailed description of this effect and focus on the time development of the influence of trucks on traffic flow.
The Nagel–Schreckenberg-model (NaSch-model) describes macroscopic features of real traffic very well. However, the characterization of a single car driver's behavior in some details is not realistic, e.g., the NaSch-driver calculates his/her distance to the car in front from the position this car has just in the very moment and ignores that it could move further in the next time step. This behavior is rarely found in real traffic. Normally, a driver estimates the speed of the car in front, takes as well a certain braking distance into consideration and keeps distance accordingly. As an answer to this demand, the second rule of the NaSch-model is modified in the following.
As the Nagel–Schreckenberg model (NaSch model) became known as a realistic approach to describe traffic flow on single-lane streets, this model was extended to two-lane traffic by several groups. On the base of our two-lane model, we will now investigate the impact of a place of obstruction, e.g., because of road works, on partial fractions, densities and mean velocities.
For a few years, Simulated Annealing (SA)1 and related Monte Carlo optimization algorithms like Threshold Accepting (TA)2 have become a useful means for optimizing various kinds of economic problems, like the Traveling Salesman Problem (TSP). In this paper, we concentrate on the production processes themselves because most costs are thereby incurred, such that a small relative improvement can lead to large savings. We will present an application of these physical optimization algorithms for a certain type of assembly lines which can be transferred to a TSP with additional constraints.
The Nagel–Schreckenberg model (NaSch model) proved to be a realistic approach to describe traffic flow on single-lane streets. In this paper, we add some lane changing rules for two-lane traffic and discuss the influence of the variation on the mean velocity and the flow.
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