摘要
为避免既有跟驰模型普遍将速度差作为直接反馈项,而导致减速度过大、撞车和负速度的现象,从安全行车角度分析了速度差对驾驶行为的作用机理,根据期望跟驰车速与安全间距对驾驶行为的共同影响,将安全间距作为直接反馈控制项建立了协同跟驰模型。通过拟合检验与动力学分析,发现模型与实测数据拟合度较高,同时能克服减速度过大的缺陷、避免撞车现象;数值仿真再现了交通流的演化过程,观察到了阻塞演化的相变和时走时停交通现象。与全速度差模型相比,协同跟驰模型的稳定范围更大,且堵塞区域的宽度要比前者小得多;与综合速度优化模型相比,协同跟驰模型很好地避免了负速度的出现。结果表明:考虑安全间距反馈作用的模型能有效提高驾驶员反应灵敏度,对驾驶行为的描述更接近实际,同时能在一定程度上缓解交通流堵塞程度。
Previous car-following models generally take velocity difference as the direct stimulation and thus result in unrealistic deceleration or collision. To avoid this defect, the possible mechanisms underlying velocity difference on driving behaviors was presented from a safe driving viewpoint. Based on the analysis of the impact of desired following speed and safe headway on driving behavior, the cooperative car-following model （CCFM） which taking headway as a term of direct feedback control was proposed. Goodness of fit test and dynamics analysis were carried out over this model which gives us the results below ： （ 1 ） the CCFM is better in fitting with measured data, and no unrealistic deceleration or collision occurs; （2） both the phase transformation and the stop-and-go traffic phenomenon can be observed in the simulation. Compared with the full velocity difference model （FVDM） , the CCFM has a lager range of stability and a much smaller blocking region width. Meanwhile, CCFM averts negative velocity, thus exceeding the comprehensive optimal velocity model （COVM）. The results show that the model which taking safe headway as a direct feedback control effectively improve the driver＇s response sensitivity, description of driving behavior is closer to the actual situation, and this can relieve traffic jams to some extent.
出处
《公路交通科技》
CAS
CSCD
北大核心
2012年第10期102-108,132,共8页
Journal of Highway and Transportation Research and Development
基金
中央高校基本科研业务费资助项目(HUST:2011TS93)
关键词
交通工程
交通流
协同跟驰模型
仿真
安全间距
反馈控制
traffic engineering
traffic flow
cooperative car-following model
simulation
safe headway
feedback control
