Enhanced intelligent driver model to access the impact of driving strategies on traffic capacity by Arne Kesting, Martin Treiber, and Dirk Helbing Philosophical.

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