Wiering Vincent, Klenov Sergey L, Kerner Boris S, Schreckenberg Michael
Physik von Transport und Verkehr, Universität Duisburg-Essen, 47048 Duisburg, Germany.
Moscow Institute of Physics and Technology, Department of Physics, 141700 Dolgoprudny, Moscow Region, Russia.
Phys Rev E. 2022 Nov;106(5-1):054306. doi: 10.1103/PhysRevE.106.054306.
With the use of simulations of a stochastic microscopic traffic model in the framework of the three-phase traffic theory, we have revealed the statistical physics of a traffic flow instability with respect to a transition from synchronized flow (S) to free flow (F) (Kerner's S→F instability) at a moving bottleneck (MB) occurring through a slow-moving vehicle in vehicular traffic. We have found that the S→F instability can occur at the MB more frequently than at an on-ramp bottleneck. From a comparison of the occurrence of the S→F instability at the MB and on-ramp bottleneck at the same probability of traffic breakdown and the same flow rate it has been found that, whereas the frequency of the S→F instability at the on-ramp bottleneck barely changes, the larger the velocity of the MB, the more frequently the S→F instability occurs at the MB. Contrarily, when the MB velocity decreases considerably, then rather than the S→F instability, in synchronized flow at the MB the classical traffic flow instability leading to the emergence of wide-moving jams (S→J instability) occurs. It has been found that the physics of the intensification of the S→F instability at the MB with the increase in the MB velocity is associated with the increase in the mean space gap (mean time headway) between vehicles in synchronized flow. For this reason, when the MB velocity increases, there is an MB velocity at which the S→F instability dominates the S→J instability: The MB velocity influences considerably on the competition between the S→F and classical traffic flow instabilities in synchronized flow.
在三相交通理论框架下，通过使用随机微观交通模型的模拟，我们揭示了在车辆交通中通过缓慢行驶的车辆出现的移动瓶颈（MB）处，交通流从同步流（S）转变为自由流（F）（克尔纳的S→F不稳定性）时交通流不稳定性的统计物理学。我们发现，S→F不稳定性在移动瓶颈处比在入口匝道瓶颈处更频繁地发生。通过比较在相同交通拥堵概率和相同流量下移动瓶颈和入口匝道瓶颈处S→F不稳定性的发生情况，发现入口匝道瓶颈处S→F不稳定性的频率几乎不变，而移动瓶颈的速度越大，S→F不稳定性在移动瓶颈处发生得越频繁。相反，当移动瓶颈速度大幅降低时，在移动瓶颈处的同步流中，不是发生S→F不稳定性，而是发生导致宽移动拥堵出现的经典交通流不稳定性（S→J不稳定性）。已经发现，随着移动瓶颈速度增加，移动瓶颈处S→F不稳定性加剧的物理机制与同步流中车辆之间平均空间间隙（平均车头时距）的增加有关。因此，当移动瓶颈速度增加时，存在一个使S→F不稳定性主导S→J不稳定性的移动瓶颈速度：移动瓶颈速度对同步流中S→F和经典交通流不稳定性之间的竞争有很大影响。
