Cellular Automaton Models in the Framework of Three-Phase Traffic Theory

Tian, Junfang; Zhu, Chenqiang; Jiang, Rui

doi:10.1007/978-1-4939-8763-4_670

Cited by 4 publications

(3 citation statements)

References 81 publications

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“…free flow (F ), synchronized flow (S) and wide moving jam (J). In synchronized flow, one notes that the average speed is lower than that in the free flow but greater than that in the wide moving jam, and the average flow is sometimes as high as in the free flow [25]. In a wide moving jam, one finds that both the average speed and average flow are very low compared to that in the free flow.…”

Section: Basic Assumptions Of Three-phase Traffic Flow Theorymentioning

confidence: 94%

“…Similarly, the nucleation property of S → J transition is influenced by the local disturbance of amplitude exceeding the critical amplitude in synchronous traffic flow. The subsequent growth of this disturbance leads to the S → J transition [25,52].…”

Section: Basic Assumptions Of Three-phase Traffic Flow Theorymentioning

confidence: 99%

“…As mentioned in the previous section, more and more CA models were also established under the three-phase traffic flow theory framework. In order to shed light on the further development of the three-phase CA models, Tian et al have made a systematic review of the three-phase CA traffic flow models [24,25]. However, one notes that the vehicle rules of these aforementioned models are very complicated and these models may not be able to simulate all of the phenomena of the three-phase traffic flow theory.…”

Section: Basic Assumptions Of Three-phase Traffic Flow Theorymentioning

confidence: 99%

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Dual cruise-control limit cellular automaton model with cell length refinement in the framework of the three-phase traffic theory

Li¹,

Ye²,

Fu³

et al. 2021

J. Stat. Mech.

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In this study, a new dual cruise-control limit cellular automaton model with a refined cell length, where vehicles moving with high or low velocity are not affected by noise and the slow-to-start rule is incorporated for standing vehicles with just one free cell in front, is established. In the new refined model, one sets each cell and each vehicle to 2.5 m and 7.5 m in length, respectively. Computer simulation results have shown that the new refined model can successfully reproduce the empirical features of three-phase traffic flow theory including 2Z-characteristic for phase transitions, whether vehicles are uniformly distributed, densely distributed or randomly distributed on the road first. Furthermore, one also finds that the slope tgα of the linear synchronous flow varies with the delay probability p and the maximum value of low velocity v LM in the synchronized flow region. Under homogeneous distribution, the linear synchronous flow with double slopes (tgα, tgβ) is first discovered for the case of 3 ⩽ v LM ⩽ 5. Under random distribution, all possible co-existence phases of three-phase traffic flow are presented in the fundamental diagram.

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Section: Basic Assumptions Of Three-phase Traffic Flow Theorymentioning

confidence: 94%

Section: Basic Assumptions Of Three-phase Traffic Flow Theorymentioning

confidence: 99%

Section: Basic Assumptions Of Three-phase Traffic Flow Theorymentioning

confidence: 99%

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