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摘要: 描述了优化速度模型、广义力模型和全速度差模型, 分析了这些模型解决交通流问题的不足。在全速度差模型的基础上, 考虑驾驶人对非邻近双前车优化速度差信息的关注程度, 提出了最优速度差模型。通过线性稳定性分析, 得到交通流的稳定性条件, 通过数值模拟, 比较了最优速度差模型与全速度差模型。模拟结果表明: 应用最优速度差模型, 临界稳定性曲线的敏感系数变小, 自由流区域明显增大; 当敏感系数为0.310 0s-1时, 交通流稳定性增强, 并未出现负速度现象; 当敏感系数为0.777 8s-1且反应系数为0.2时, 车辆速度基本保持在0.963 5m·s-1; 随着反应系数的增大, 速度迟滞环逐渐趋向于一点。可见, 最优速度差模型有效。Abstract: The optimal velocity model, generalized force model and full velocity difference model were described, and the deficiencies of these models solving traffic flow problem were analyzed.On the basis of full velocity difference model, the concern degree of driver on the optimial velocity difference information of two non-neighboring preceding vehicles was considered, and the optimal velocity difference model was put out.Through linear stability analysis, the stability condition of traffic flow was obtained.By using numerical simulation, optimal velocity difference model and full velocity difference model were compared.Simulation result shows that by using optimal velocity difference model, the sensitive coefficient of critical stability curve becomes smaller, free flow region increases obviously.While sensitive coefficient is 0.310 0 s-1, traffic flow stability strengthens, and the phenomenon of negative velocity does not appear.While sensitive coefficient is 0.777 8 s-1, and reaction coefficient is 0.2, vehicle velocities can basically maintain 0.963 5 m·s-1.With the increase of reaction coefficient, the produce hysteresis loops of velocities gradually tend to a point.So the optimal velocity difference model is effective.
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图 2 a为0.310 0 s-1, t为100 s时的车辆速度分布
Figure 2. Vehicle velocity distributions while a is 0.310 0 s-1 and t is 100 s
图 3 a为0.310 0 s-1, t为400 s时的车辆速度分布
Figure 3. Vehicle velocity distributions while a is 0.310 0 s-1 and t is 400 s
图 4 a为0.777 8 s-1, t为100 s时的车辆速度分布
Figure 4. Vehicle velocity distributions while a is 0.777 8 s-1 and t is 100 s
图 5 a为0.777 8 s-1, t为400 s时的车辆速度分布
Figure 5. Vehicle velocity distributions while a is 0.777 8 s-1 and t is 400 s
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