enhanced intelligent driver model to access the impact of driving strategies on traffic capacity by...
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Enhanced intelligent driver model to access the impact of driving strategies on traffic capacity
by Arne Kesting, Martin Treiber, and Dirk Helbing
Philosophical Transactions AVolume 368(1928):4585-4605
October 13, 2010
©2010 by The Royal Society
Acceleration functions (a) of the IDM, (b) resulting from the CAH heuristic and (c) of the proposed ACC model as a function of the gap s and the velocity difference (approaching rate) Δv
from the leading vehicle.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
(a) Resulting acceleration aACC of the ACC model, equation (2.4), as a function of the IDM acceleration for different values of the acceleration aCAH resulting from the CAH. Black line,
aCAH=2 m s−2; dashed line, aCAH=0 m s−2; dotted line, aCAH=−2 m s−2; da...
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
Response of (a) an IDM (solid line; dashed line, lane-changing vehicle) and (b) an ACC vehicle (solid line; dashed line, lane-changing vehicle) (‘car’ parameters as shown in table 1) to the lane-
changing manoeuvre of another vehicle immediately in front of ...
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
Response of (a) an IDM (solid line; dashed line, lane-changing vehicle) and (b) an ACC (solid line; dashed line, lane-changing vehicle) vehicle to an abrupt lane-changing manoeuvre of another
vehicle immediately in front of the vehicle under consideration.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
Response of a platoon of ACC vehicles to an abrupt lane-changing manoeuvre of another vehicle (v=80 km h−1) in front of the platoon with an initial gap of only 10 m.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
Traffic breakdown probability for an ACC equipment rate of 0% and 20%, respectively, and for different degrees of heterogeneity.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
Maximum free flow until traffic breaks down as a function of the ACC proportion for various truck fractions.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
Average maximum free flow as a function of the ACC proportion for the simulation scenario with 10% trucks.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
Dynamic capacity as a function of the percentage of ACC vehicles.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
Capacity drop, i.e. the difference between the maximum free flow (figure 7) and the dynamic capacity (figure 9), as a function of the percentage of ACC vehicles.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society
(a,b) Dynamic capacity for various multiplication factors λ used by the simulated ACC system in the downstream jam front traffic condition.
Arne Kesting et al. Phil. Trans. R. Soc. A 2010;368:4585-4605
©2010 by The Royal Society