基于基本圖和三相交通流理論的離散建模方法研究
發(fā)布時(shí)間：2018-08-25 14:21
【摘要】：科學(xué)解決交通問(wèn)題的首要任務(wù)是深入研究交通流的演化機(jī)理,掌握交通流的運(yùn)行規(guī)律�，F(xiàn)階段的交通流理論已發(fā)展成以傳統(tǒng)基本圖方法與新興三相交通流理論為核心的科學(xué)體系�；緢D方法假設(shè)穩(wěn)態(tài)交通流的流量和密度具有一一對(duì)應(yīng)的函數(shù)關(guān)系,并將交通流分成自由流和擁擠流兩類。三相交通流理論進(jìn)一步將擁擠流細(xì)分成寬運(yùn)動(dòng)堵塞和同步流,并假設(shè)穩(wěn)態(tài)同步流在流量密度平面上呈現(xiàn)二維分布。合理解決基本圖方法和三相交通流理論的爭(zhēng)議問(wèn)題一直是交通流理論研究的熱點(diǎn)和難點(diǎn)。遵循相互包容、協(xié)同發(fā)展的科學(xué)原則,本文立足于基本圖方法,解決了三相交通流理論對(duì)基本圖方法的部分批判問(wèn)題,在深入研究格子流體力學(xué)和元胞自動(dòng)機(jī)兩類離散模型的基礎(chǔ)上提出了更加符合實(shí)測(cè)現(xiàn)象的模型,通過(guò)理論分析和數(shù)值模擬研究了交通流的各種非線性現(xiàn)象,探討了不同類型模型之間的內(nèi)在聯(lián)系。研究工作如下： 1)在Nagatani格子流體力學(xué)模型基礎(chǔ)上,提出了考慮前后格子密度差效應(yīng)的格子模型(DDLM模型)。通過(guò)線性穩(wěn)定性分析得到了DDLM模型的中性穩(wěn)定性曲線,并發(fā)現(xiàn)考慮密度差效應(yīng)可以提高交通流的穩(wěn)定性。通過(guò)非線性穩(wěn)定性分析得到了穩(wěn)定區(qū)域、亞穩(wěn)定區(qū)域和不穩(wěn)定區(qū)域存在的以Burgers方程、KdV方程和mKdV方程描述的三角激波、孤立波和扭結(jié)波。隨后提出了匝道系統(tǒng)的格子流體力學(xué)模型,并設(shè)計(jì)了隨機(jī)型和確定型匝道兩種數(shù)值模擬方法。隨機(jī)型匝道的模擬結(jié)果和基本圖方法的實(shí)測(cè)結(jié)果一致,確定型匝道的模擬結(jié)果發(fā)現(xiàn)了四種新的組合擁擠模式,發(fā)現(xiàn)DDLM模型的堵塞可以產(chǎn)生于同步流,因此三相交通流理論對(duì)基本圖方法模型堵塞產(chǎn)生于自由流的批判不適用于DDLM模型。 2)在BL剎車燈模型的基礎(chǔ)上提出了期望時(shí)間間距剎車燈模型(DTGBLM模型)。DTGBLM模型不僅可以產(chǎn)生符合實(shí)測(cè)的同步流以及三相交通流理論的擴(kuò)展同步流模式和全面模式,而且過(guò)大減速度現(xiàn)象出現(xiàn)的概率可忽略不計(jì),因此DTGBLM模型解決了三相交通流理論對(duì)BL模型的批判問(wèn)題。其次在FMCD和BLDAD剎車燈模型的基礎(chǔ)上構(gòu)建了提前慢化剎車燈模型(ARBLM模型)。ARBLM模型需借助外界擾動(dòng)才能形成同步流,這和實(shí)測(cè)通行能力陡降現(xiàn)象借助瓶頸產(chǎn)生的機(jī)理一致,因此ARBLM模型不僅可以解釋通行能力陡降現(xiàn)象的產(chǎn)生機(jī)理,而且比三相交通流理論的FMCD模型更加符合實(shí)際。 3)從傳統(tǒng)的多車期望效應(yīng)跟馳模型思想出發(fā),將多車平均間距作為車輛的期望速度引入隨機(jī)慢化過(guò)程,提出了平均車輛間距元胞自動(dòng)機(jī)模型(ASGM模型)。ASGM模型不僅可以模擬自由流到同步流以及同步流到寬運(yùn)動(dòng)堵塞的一階相變,而且可以模擬三相交通流理論的各種實(shí)測(cè)擁擠模式。由于ASGM模型和大多數(shù)三相交通流理論模型的模擬結(jié)果沒(méi)有本質(zhì)區(qū)別,穩(wěn)態(tài)擁擠交通流在流量密度平面上呈現(xiàn)二維分布不是模型符合實(shí)測(cè)的基本條件。深入分析多車期望效應(yīng)跟馳模型,提出了擴(kuò)展平均車輛間距元胞自動(dòng)機(jī)模型(EASGM模型)。EASGM模型能夠模擬寬運(yùn)動(dòng)堵塞的同步出流,并且證實(shí)了車輛期望時(shí)間間距、慢啟動(dòng)的隨機(jī)慢化概率和安全控制參數(shù)都可影響寬運(yùn)動(dòng)堵塞的出流狀態(tài)。ASGM模型和EASGM模型不僅建立了連續(xù)的跟馳模型和離散的元胞自動(dòng)機(jī)模型之間的聯(lián)系,而且解決了三相交通流理論批判基本圖方法不能模擬寬運(yùn)動(dòng)堵塞同步出流的問(wèn)題。 4)提出了三階段標(biāo)定法,并對(duì)上述新模型和幾個(gè)不同類型、不同理論體系的模型進(jìn)行了標(biāo)定。三階段標(biāo)定法首先挑出可以根據(jù)缺省值和實(shí)測(cè)數(shù)據(jù)直接給定的參數(shù),然后采用試差法或啟發(fā)式算法標(biāo)定模型的其他參數(shù),最后從第一步中挑選出能夠直接影響車速的參數(shù),并再次采用試差法或啟發(fā)式算法對(duì)其進(jìn)行標(biāo)定。標(biāo)定結(jié)果表明新模型的標(biāo)定誤差均小于原模型;三相交通流理論模型和基本圖方法模型之間誤差相當(dāng),沒(méi)有優(yōu)劣之分。
[Abstract]:The primary task of solving traffic problems scientifically is to study the evolution mechanism of traffic flow and grasp the operation law of traffic flow. At present, traffic flow theory has developed into a scientific system centered on the traditional basic graph method and the emerging three-phase traffic flow theory. The three-phase traffic flow theory further subdivides the congestion flow into wide motion blockage and synchronous flow, and assumes that the steady-state synchronous flow presents a two-dimensional distribution on the flow density plane. Following the scientific principle of mutual inclusion and coordinated development, this paper solves the partial criticism of the basic graph method in the three-phase traffic flow theory based on the basic graph method. On the basis of the in-depth study of the lattice fluid mechanics and cellular automata discrete models, a model more in line with the measured phenomena is proposed. By theoretical analysis and numerical simulation, various nonlinear phenomena of traffic flow are studied, and the internal relations among different types of models are discussed.
1) On the basis of Nagatani lattice hydrodynamic model, a lattice model (DDLM model) considering the effect of lattice density difference is proposed. The neutral stability curve of DDLM model is obtained by linear stability analysis, and it is found that the stability of traffic flow can be improved by considering the effect of density difference. Triangular shock, solitary wave and kink wave are described by Burgers equation, KdV equation and mKdV equation in the region, metastable region and unstable region. Lattice hydrodynamic model of ramp system is proposed, and two numerical simulation methods of random and deterministic ramps are designed. Simulation results and basic graph method of random ramps are given. The simulation results of deterministic ramps show that there are four new combined congestion modes. It is found that the congestion of DDLM model can occur in synchronous flow. Therefore, the critique of three-phase traffic flow theory that the congestion of basic graph method model originates from free flow is not applicable to DDLM model.
2) Based on the BL brake lamp model, the expected time interval brake lamp model (DTGBLM model) is proposed. The DTGBLM model can not only generate the extended synchronous flow model and the comprehensive flow model which conform to the measured synchronous flow and the three-phase traffic flow theory, but also neglect the probability of excessive deceleration. Therefore, the DTGBLM model solves the problem. Secondly, the ARBLM model is built on the basis of FMCD and BLDAD brake lamp model. The ARBLM model needs external disturbance to form synchronous flow, which is consistent with the mechanism of the phenomenon of abrupt capacity drop with the help of bottleneck, so the ARBLM model can not only be used. The mechanism of the abrupt drop of traffic capacity is explained, and it is more practical than the FMCD model of three-phase traffic flow theory.
3) Based on the traditional idea of multi-vehicle expected effect car-following model, the average vehicle spacing is introduced into the stochastic slowing process as the expected vehicle speed, and the average vehicle spacing cellular automata model (ASGM model) is proposed. Because there is no essential difference between the simulation results of ASGM model and most of the three-phase traffic flow theoretical models, the two-dimensional distribution of steady-state congestion traffic flow on the flow density plane is not the basic condition for the model to meet the actual measurement. Extended Average Vehicle Spacing Cellular Automata Model (EASGM model) is proposed. EASGM model can simulate the synchronous outflow with wide motion jam, and it is proved that the expected vehicle spacing, stochastic slowing down probability of slow start and safety control parameters can affect the outflow state with wide motion jam. The connection between the car-following model and the discrete cellular automata model solves the problem that the critical basic graph method of three-phase traffic flow theory can not simulate the synchronous outflow with wide motion blockage.
4) Propose a three-stage calibration method, and calibrate the new model and several models of different types and different theoretical systems. The three-stage calibration method first selects parameters that can be given directly according to default values and measured data, then calibrates other parameters of the model by trial-error method or heuristic algorithm, and finally selects the parameters from the first step. The calibration results show that the calibration error of the new model is smaller than the original model, and the error between the three-phase traffic flow theoretical model and the basic graph method model is equal, and there is no difference between the advantages and disadvantages.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級(jí)別】：博士
【學(xué)位授予年份】：2014
【分類號(hào)】：U491.112
本文編號(hào)：2203137
[Abstract]:The primary task of solving traffic problems scientifically is to study the evolution mechanism of traffic flow and grasp the operation law of traffic flow. At present, traffic flow theory has developed into a scientific system centered on the traditional basic graph method and the emerging three-phase traffic flow theory. The three-phase traffic flow theory further subdivides the congestion flow into wide motion blockage and synchronous flow, and assumes that the steady-state synchronous flow presents a two-dimensional distribution on the flow density plane. Following the scientific principle of mutual inclusion and coordinated development, this paper solves the partial criticism of the basic graph method in the three-phase traffic flow theory based on the basic graph method. On the basis of the in-depth study of the lattice fluid mechanics and cellular automata discrete models, a model more in line with the measured phenomena is proposed. By theoretical analysis and numerical simulation, various nonlinear phenomena of traffic flow are studied, and the internal relations among different types of models are discussed.
1) On the basis of Nagatani lattice hydrodynamic model, a lattice model (DDLM model) considering the effect of lattice density difference is proposed. The neutral stability curve of DDLM model is obtained by linear stability analysis, and it is found that the stability of traffic flow can be improved by considering the effect of density difference. Triangular shock, solitary wave and kink wave are described by Burgers equation, KdV equation and mKdV equation in the region, metastable region and unstable region. Lattice hydrodynamic model of ramp system is proposed, and two numerical simulation methods of random and deterministic ramps are designed. Simulation results and basic graph method of random ramps are given. The simulation results of deterministic ramps show that there are four new combined congestion modes. It is found that the congestion of DDLM model can occur in synchronous flow. Therefore, the critique of three-phase traffic flow theory that the congestion of basic graph method model originates from free flow is not applicable to DDLM model.
2) Based on the BL brake lamp model, the expected time interval brake lamp model (DTGBLM model) is proposed. The DTGBLM model can not only generate the extended synchronous flow model and the comprehensive flow model which conform to the measured synchronous flow and the three-phase traffic flow theory, but also neglect the probability of excessive deceleration. Therefore, the DTGBLM model solves the problem. Secondly, the ARBLM model is built on the basis of FMCD and BLDAD brake lamp model. The ARBLM model needs external disturbance to form synchronous flow, which is consistent with the mechanism of the phenomenon of abrupt capacity drop with the help of bottleneck, so the ARBLM model can not only be used. The mechanism of the abrupt drop of traffic capacity is explained, and it is more practical than the FMCD model of three-phase traffic flow theory.
3) Based on the traditional idea of multi-vehicle expected effect car-following model, the average vehicle spacing is introduced into the stochastic slowing process as the expected vehicle speed, and the average vehicle spacing cellular automata model (ASGM model) is proposed. Because there is no essential difference between the simulation results of ASGM model and most of the three-phase traffic flow theoretical models, the two-dimensional distribution of steady-state congestion traffic flow on the flow density plane is not the basic condition for the model to meet the actual measurement. Extended Average Vehicle Spacing Cellular Automata Model (EASGM model) is proposed. EASGM model can simulate the synchronous outflow with wide motion jam, and it is proved that the expected vehicle spacing, stochastic slowing down probability of slow start and safety control parameters can affect the outflow state with wide motion jam. The connection between the car-following model and the discrete cellular automata model solves the problem that the critical basic graph method of three-phase traffic flow theory can not simulate the synchronous outflow with wide motion blockage.
4) Propose a three-stage calibration method, and calibrate the new model and several models of different types and different theoretical systems. The three-stage calibration method first selects parameters that can be given directly according to default values and measured data, then calibrates other parameters of the model by trial-error method or heuristic algorithm, and finally selects the parameters from the first step. The calibration results show that the calibration error of the new model is smaller than the original model, and the error between the three-phase traffic flow theoretical model and the basic graph method model is equal, and there is no difference between the advantages and disadvantages.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級(jí)別】：博士
【學(xué)位授予年份】：2014
【分類號(hào)】：U491.112
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