Metastable States in Two-Lane Traffic Flow Models With Slow-To-Start Rule

驾照考试题及答案英文Sure, here is a sample set of driving test questions and answers in English:Driving Test Questions and AnswersQuestion 1: What should you do when approaching a pedestrian crossing with children present?Answer 1: Slow down, be prepared to stop, and ensure that children are safe before proceeding.Question 2: What is the minimum legal alcohol limit for drivers in most states?Answer 2: The minimum legal limit is typically 0.08% Blood Alcohol Concentration (BAC).Question 3: When can you overtake on the right?Answer 3: You can overtake on the right when it is safe to do so and when you are on a multi-lane road with a designated right lane for overtaking.Question 4: What does a solid white line in the middle of the road mean?Answer 4: A solid white line indicates that you should not cross it to overtake or change lanes.Question 5: What should you do if your vehicle starts to skid on a slippery road?Answer 5: Ease off the accelerator, steer in the direction you want the front wheels to go, and avoid sudden movements or braking.Question 6: What is the first thing you should do if your vehicle breaks down on a highway?Answer 6: Safely pull over to the side of the road, turn on your hazard lights, and if possible, move your vehicle to a safe location away from traffic.Question 7: What does a flashing amber traffic light mean?Answer 7: A flashing amber light means you must proceed with caution and be prepared to stop if necessary.Question 8: When should you use your fog lights?Answer 8: Fog lights should be used in foggy or misty conditions to improve visibility for both you and other drivers.Question 9: What should you do when approaching a roundabout?Answer 9: Give way to traffic coming from your right, signal your intentions, and take the appropriate lane for your exit.Question 10: What is the maximum speed limit on urban roadsin most areas?Answer 10: The maximum speed limit on urban roads istypically 30 or 35 mph (48 or 56 km/h), depending on the area.Question 11: How should you adjust your mirrors before driving?Answer 11: Adjust your mirrors so that you have a clear viewof the road to the rear and sides of your vehicle without having to move your head excessively.Question 12: What does a red traffic light mean?Answer 12: A red traffic light means you must come to a complete stop at the stop line or before entering the intersection and wait until the light turns green.Question 13: What should you do when approaching a level crossing with a train approaching?Answer 13: Stop at the designated stop line, look both waysfor the train, and do not proceed until the way is clear and the warning signals have stopped.Question 14: What is the legal requirement for wearing a seatbelt while driving?Answer 14: Seatbelts must be worn by the driver and all passengers as soon as the vehicle is in motion.Question 15: What should you do if you encounter an emergency vehicle with flashing lights and sirens approaching from behind?Answer 15: Safely pull over to the right side of the road, stop, and allow the emergency vehicle to pass.End of TestPlease note that the specific answers may vary depending on local traffic laws and regulations. It is always important to consult the official driver's handbook for the most accurate and current information.。

2008美国总统竞选辩论中英文对照2008美国总统竞选辩论中英文对照fast lane 快车道快车道 Fast traffic lane慢车道 Slow traffic lane单行道 One way人行道 Pavement超车道 Exceed the lane硬路肩 Shoulder of hard way非机动车道 Non- flexible lane机动车道 Flexible laneslow lane. 慢车道One Way Streetroad 单行道sidewalk 人行道2008-10-12 10:32?LEHRER: Good evening from the Ford Center for the Performing Arts at the University of Mississippi in Oxford. I'm Jim Lehrer of the NewsHour on PBS, and I welcome you to the first of the 2008 presidential debates between the Republican nominee, Senator John McCain of Arizona, and the Democratic nominee, Senator Barack Obama of Illinois.主持人:晚上好,这里是牛津密西西比大学的表演艺术中心。

我是来自公共广播公司《新闻时间》的吉姆.拉勒尔。

我欢迎你们来到2008年首场总统竞选辩论。

两位总统候选人是来自亚利桑那州的共和党提名人??议员约翰.麦凯恩,和来自伊利诺斯州的民主党提名人??议员贝拉克.奥巴马。

注:牛津,密西西比南部一城市,位于田纳西州孟斐斯东南偏南。

是密西西比大学的所在地老密西,建于1844年,它是威廉姆?福克纳的家乡。

人口9,882 The Commission on Presidential Debates is the sponsor of this event and the three other presidential and vice presidential debates coming in October.总统竞选辩论委员会是这次辩论以及即将在10月份的另外三次总统竞选辩论和副总统竞选辩论的主办者。

For office use onlyT1________________ T2________________ T3________________ T4________________ Team Control Number70028Problem ChosenBFor office use onlyF1________________F2________________F3________________F4________________2017MCM/ICMSummary Sheet(Your team's summary should be included as the first page of your electronic submission.)Type a summary of your results on this page. Do not include the name of your school, advisor, or team members on this page.SummaryThe performance of highway toll plaza directly affects the capacity of the highway, so the design of road toll plaza is imperative.In this paper, we conduct performance analysis for a specific toll plaza in New Jersey, USA, including accident prevention, throughput and cost. First of all, we usegrey model to predict the future output of the toll plaza, and compared with the realdata, the average value of the residual value is 0.429. Then we can draw a conclusionthat the throughput performance of the toll plaza is secondary. Next, we use queuingtheory to get the service index of the toll plaza in the light and heavy traffic, and thecellular automaton model is used to consider the changing circumstances of servicelevel, uses regression model to establish a function relation between traffic accidentand four factors. Then, we find that the rate of change has the greatest influence onit and the pavement performance has the least influence . In terms of cost, weconsider the toll plaza land and road construction. And the cost of road constructionis divided into the labor cost and material cost.Next, according to the influence of road geometry on the traffic performance of Toll Plaza, we select the transition curve trajectory model to improve the toll plazatransition, which can also have an improvement on the size and shape of the toll plazaand merge mode.Finally, we do a series of performance studies for our improved toll plaza. First of all, the improvement in the square flow and car flow under the condition of servicelevel are determined respectively through simulation .Next, we draw a conclusion thatthe service performance of the toll plaza is not obvious in small car flow, but there is amarked increase in large flow. Then, due to the fact that the unmanned vehicle coulddeal with a variety of road conditions, it undoubtedly expands our improved optionalscheme. Eventually, we obtain the throughput of toll before and after the improvementunder the different proportion of mixed charge mode and find that the improvedthroughput in the toll plaza has been increased on the performance.contents1 Introduction: (1)1.1 Problem background: (1)1.2 Steps: (1)1.3 Our work: (1)2 Assumptions (2)3 Nomenclature (2)4 Throughput analysis of grey forecasting model (3)5 error analysis (4)6 Service level of toll station (5)7 Vehicle lane changing rules based on Cellular Automata (6)8 Security analysis based on multivariate statistical regression mode (8)8.1 Study on the rate of change of Toll Plaza (8)8.2 Study on the longitudinal slope of entrance section of Toll Plaza (9)8.3 Research on service level of toll station (10)8.4 Study on pavement performance of toll station (10)9 Safety performance evaluation model of toll station (11)10 Cost analysis model of toll station (11)11 Analysis of the influence of lane geometry parameters on its capacity (12)11.1 Determination of lane changing rate (12)11.2 Influence of geometric parameters on the flow of the car lane (14)11.3 Energy consumption analysis based on cellular automata model (15)Definition of energy consumption: (16)Numerical simulation and analysis of the results: (17)Influence of curvature radius on energy consumption (17)Influence of arc length on energy consumption (18)12 The effect of traffic flow on service performance based on improved queuing theory 1913 The influence of unmanned vehicles on the improved model of Toll Plaza .. 2114 The influence of charging method on improving model of Toll Plaza (21)15 Strengths and Weaknesses (22)15.1 Strengths: (22)15.2 Weaknesses: (22)15.3 Future Model Development: (22)Comprehensive improvement strategy of tollplaza1Introduction:1.1Problem background:Highway toll and toll plaza is to ensure traffic safety and unimpeded, however because of lack of unified design specification, toll station and its square construction exists many problems. Such as: low value because of the technical indicators to make square construction scale too small and cause the toll plaza opened only few years as the traffic bottleneck, and use the high value on the one hand, because of the technical indicators and make the toll station construction scale is too large, waste a lot of money and resources. Due to incorrect linear indicators, or too short, the gradual square square length is insufficient, square road centerline offset, etc., it is too difficult to use after the completion of the square.so establishing the toll gates and the toll plaza design norms, as soon as possible, has the very vital significance in standardizing the construction of the toll station, ensuring the smooth general characteristic of toll plaza and traffic safety, improving the charging efficiency and management level, reducing the land acquisition and controlling investment and so on .1.2Steps:·A performance analysis of any particular toll plaza design that may already be implemented through the following three factors: accident prevention, throughput and cost .·Determine if there are better solutions (shape, size, and merging pattern) than any in common use.·Consider the performance of your solution in light and heavy traffic.·Consider the situation where more autonomous (self-driving) vehicles are added and how the solution is affected by the proportions of conventional (human-staffed) tollbooths, exact-change (automated) tollbooths, and electronic toll collection booths (such as electronic toll collection via a transponder in the vehicle)1.3Our work:·Based on the available data ,we make a performance analysis of any particulartoll plaza design that may already be implemented .·According to the problem from the performance analysis ,we make out a better solutions (shape, size, and merging pattern) than any in common use.·Determine the performance of the solution in light and heavy traffic ,how the solution change as more autonomous (self-driving) vehicles are added to the traffic mix and how the solution is affected by the proportions of conventional (human-staffed) tollbooths, exact-change (automated) tollbooths, and electronic toll collection booths.2AssumptionsTo simplify the problem and make it convenient for us to simulate real-life conditions, we make the following basic assumptions.1. Each section of roads is one-way traffic2.Vehicles in the retention period of toll station can be neglected3.In any hour of the vehicle arrival rate is proportional to the length of time4.The probability of any vehicle arrival in one hour of time is not affected by the previous history .5. The vehicles arrive in line with the Poisson distribution, namely the headway is negative exponential distribution3Nomenclatureε(0)(t)the residual errorq(t)the relative errorc the variance ratioP the small error probabilityr the curvature of the bend radiusu the static friction coefficientl the gradual change ratiok the number of serving drivewayρ/k traffic intensityw mean time to stay at a toll stationd automotive braking distancef the tire and road surface friction coefficientY the number of traffic accidents in toll stations per year∆W Width of the gradualα1curve angle R 1the radius of convex curve points pdelay probability e(n,t) energy consumption of the first n vehicles from time t to t+14 Throughput analysis of grey forecasting modelFigure 4-0-1Schematic diagram of New Jersey toll plazaFirst of all, we chose a toll plaza on the New Jersey in the United States for a specific performance analysis of toll plaza, and it includes the accident prevention, throughput, and cost.In view of the throughput of the toll plaza, we choose the grey forecasting model GM(1,1) , to predict the throughput of the toll plaza. Due to the problem of uncertainty, so we take the grey prediction model to deal with it.Suppose x (0)(1),x (0)(2)…,x (0)(M )In order to overcome the irregular , we use accumulation processx (1)(t )=∑x (0)(i)M i<1 Such a relatively smooth new series approximation can be described by the following differential equation:dx (1)dt +ax (1)=μ Its an albino form discrete solution of differential equation is: x ̂(1)(i +1)=.x (1)−u a /e ;ai +u aThe type of the parameter a、u be determined by the least squares fitting method is as follows:（1）（2）（3）A ̂=0a u 1=(B T B);1B T Y N Among them the matrix is:B =[ −12,x (1)(1)+x (1)(2)-1−12,x (1)(2)+x (1)(3)-1⋯⋯−12,x (1)(m −1)+x (1)(m )-1] Y N =(x (0)(2),x (0)(3),⋯,x (0)(m ))TSo the original data fitting sequence is:x ̂(0)(1)=x (0)(1)x ̂(0)(i +1)=x (1)(i +1)−x (1)(i )Table 4-0-1 Traffic flow prediction table5 error analysisIn equation (11), and regulations, the original data of reducing value and its residual error and relative error between observed value is as follows{ε(0)(t )=x (0)(t )−x′(0)(t )q (t )=ε(0)(t )x (0)(t )×100%The following inspection of the accuracy: x(0)=1M ∑x (0)(t )M t<0 ε(0)=1M;1∑(ε(0)(t )−ε0M t<2)2Second, calculate the variance ratio c =s 2s 1and small error probability P =2|ε(0)(t )−ε(0)|<0.6745s 13（4）（5）（6） （7） （8） （9） （10） （11）Figure 5-0-2comparison chart of grey prediction modelWe use m、p、v max to represent quality of the vehicle, random delayprobability and maximum speed respectively, g represents the local acceleration of gravity, r represents curvature of the bend radius and u represents the static friction coefficient . With the road statistical analysis carried out on the real value and the error of predicted value, we obtain the following res ults:It shows that the GM(1,1)model prediction results have a better response to .reflect the actual situation.6 Service level of toll stationThe direct feeling of the driver to the traffic environment of the toll station is from the queue length of the toll lane, and the length of the queue depends on the service level of the toll station V/C. In this regard, we use the queuing theory model of multichannel Queuing service, in which the vehicle arrival time is in a Poisson distribution, which is the negative exponential distribution; Suppose m is random arrival rate ,c i is output rate,k is the number of serving driveway, ρ=m c .There is the probability of having no vehicle in the queuing theoryρ(0)=1,∑1n!k−1n=0p n :1k!ρk k k−ρ- Average number of vehicles in queueing theory:n =ρ+p n ρ(0)k!k n−k (1;ρk )2 （12）（13）queue length: q =n −ρ=p n ρ(0)k!k n−k (1;ρk )2 Average number of waiting vehicles per lanea =q kAverage waiting time in queue systems:d =n m =q m +1c Average waiting time in queue:W =q mMean tardinessDeceleration time of vehicle entering toll stationt 1=v 03.6a 1Mean time to stay at a toll stationw =E ,S -+W qVehicle acceleration time of leaving toll stationt 2=v 03.6a 2 In this equation, v 0 is the normal traffic flow (km/h); a 1 、a 2 are deceleration of the vehicle (m/s 2); W q is average queue time (s)； E ,S - is expected service time (s);7 Vehicle lane changing rules based on CellularAutomataWe apply the previous cellular automata model, which is now extended to multi Lane case. The main difference between multi lane and single lane is to consider the model of lane changing. In this paper, we take 4 lanes as an example.In reality, it may be possible to change lanes when the driver is found to be close to the exit and the front of the adjacent lane is empty. If you want to change lanes ,you should consider the vehicle behind the adjacent lane. When the distance （14）（15） （16） （17） （18） （19） （20）to the rear of the adjacent lane reaches to a certain length, you can change the road. Lane change scenarios can be shown in figure (), when the c car on the 1 Lane is blocked by the c 1 car, while the c 2 and c 3 cars on the 2 lanes are relatively large. in order to maintain the speed, c car will change to the road lane 2.Figure 7-0-3Schematic diagram of lane changingWhether or not the driver chooses the lane change is mainly decided by the d 0,d n,otℎer 、d n ,back three indicators, through the previous research, this paper thinks that the lane changing rule is:When d n,back >v maxC n ={1−C n d n <min{v n +1，v max } d n,otℎer >d n ,d n,back >v max c n Otℎer circumstancesWhen d n,back ≤v max ,C n ={1−C n d n <min{v n +1，v max } d n,otℎer >d nv max −θ(−∆x )α>1+min{d n,otℎer +1,v max }−min *V n +1，v max +c n Otℎer circumstancesAmong them, C n is the n car in the lane , C n =0 or 1,d n 、d n,otℎer andd n,back are the distance between the first n vehicle and the front vehicle, the distance from the adjacent lane and the distance from the vehicle in the adjacent lane, respectively. d safe is safety lane change model.d n,back −v max , ∆x <0, v max −θ(−∆x )α is the distance between the vehicle and the vehicle in the adjacent lane after correction by the value function, 1+min{d n,otℎer +1,v max }−min *V n +1，v max + is Limit Lane distance. The parameters α and θchange according to the psychological status of driver. If α>1, the greater α is, the more careful the driver is. If θ>1, the greater θis, the more careful the driver is. When α=1，θ=1,that ’s Lane changing model.（21） （22）In order to discuss the αandθ, we use Cellular automata simulation. In a two lane road with a length of7.5km, adopting the open boundary condition, each lane is composed of 1000cells with a length of7.5km, the maximum speed of vehicle v max=5. The random slowing down rate was 0.2.8Security analysis based on multivariate statistical regression modeAimed at the prevention of the accident, we use multiple linear regression to establish a function between the number of traffic accidents and the following four factors: toll square gradient, service level, Toll plaza entrance section of the longitudinal slope, the Pavement performance of Toll station .Figure 8-1Cause analysis of accident8.1Study on the rate of change of Toll PlazaFan in and fan out area of toll plaza are designed to make the gradual vehicles more natural smoothly in and out of the toll plaza. In order to drive vehicle easily , there has a requirement on its gentle gradient change. Otherwise the driver could produce driving deviation, which may cause improper operation and endangers safety.The relationship is as follow:（23）l=b,LAccording to the experience, the vehicles with straight into another lane deviation than at around 0.9m s⁄, drivers usually have no move feeling and uncomfortable feeling.Figure 8-1 The relationship between Accident number and Toll plaza ramp rateFigure 8-1 shows the relation curve between highway toll plaza ramp rate and traffic accident, the figure demonstrates that as the toll plaza ramp rate increases, the traffic accidents will increase, whereas the security of the toll plaza will decrease.Through the data regression analysis, we get the related models between toll plaza ramp rate and the number of traffic accidentsY =1.423e .0064xIn this equation, Y is the forecasted numbers of traffic accident corresponding to the toll plaza ramp rate , x is the toll plaza ramp rate of toll plaza.The correlation coefficient in the model R 2=0.8621, it shows that description model of correlation is higher, From the model ,we can learn that the occurrence of traffic accident frequency is proportional to the toll plaza ramp rate. Gradient length is insufficient, so it can't meet to slow down and change lanes entering the toll plaza vehicle safety requirements, resulting in the occurrence of traffic accidents .8.2 Study on the longitudinal slope of entrance section ofToll PlazaHighway toll entrance section of the longitudinal slope design without fully considering the characteristics of vehicles entering the toll plaza, a long downhill or turn downhill and so on bad road alignment, those will affect the normal operation of the pilot and make the vehicles entering the toll plaza slowdown not sufficient, longitudinal safe driving distance not enough and driving direction can't adjust to the charge lane ,which will causetraffic accidents. This will lead to serious losses. （24）Figure 8-0-4 entrance section of the longitudinal slope and accident numberThrough regression analysis, we get the relevant model between the toll plaza entrance section of longitudinal wave and traffic accidentsY =2.6254e 0.638xIn this equation, Y is the forecasted numbers of traffic accident corresponding to the toll plaza ramp rate , x is the longitudinal wave of t oll plaza’s entry section .The correlation coefficient in the model R 2=0.9219,it shows the correlation of this model is relatively high. But we can learn that toll station ‘s traffic accident and its entrance section of longitudinal wave have a positive correlation from figure model representation ,.The greater the slope, the lower charge war security.8.3 Research on service level of toll stationBased on the previous research of service performance of toll station, we take V C as the measure of service level and Cite previous results. 8.4 Study on pavement performance of toll stationAccording to the vehicle dynamics, the vehicle's braking distance can be expressed as follows:d =u 257.9(f:I) In this equation, d is automotive braking distance , u is the speed at the beginning of the automobile brake, f is the tire and road surface friction coefficient, Iis road longitudinal slope（25）9 Safety performance evaluation model of toll stationBased on the above analysis, the evaluation model of descriptive can be written as the equation form, using multiple linear regression model .Y is the number of traffic accidents in toll stations every year , x 1=1l ,x 2=V C ,x 3=i,则Y =β0+β1x 1+β2x 2+β3x 3N is sample size , Y i (i =1,2,…,N ) represent the Y value of sample i , x i 1,x i 2,…x i n (i =1,2…，N) represent the value of each variable insample I, respectively.令Y =[Y 1Y 2⋮Y n], X =[11⋮1x 11x 21⋮x n 1⋯⋯⋮⋯x 1n x 2n ⋮x n n ] β=[β0β1⋮βn ] Y =Xβ,making maximum likelihood estimate of each variable coefficient β1，β2，…βn , it can get a normal equations:X T Xβ=X T YSo you can get the following regression equationY =−4.4012−9.947511l +10.098V C +11.25i 10 Cost analysis model of toll stationWe selected the American New Jersey a toll plaza to make cost analysisFirstly, according to relevant data, we learn that New Jersey’s average price is （26） （27）（28）（29）（30）$3500 per mu,And the toll plaza which we analyzed occupies about 5 mu, therefore, the land price of the toll plaza is about $17500;Second, the road construction costs include labor and material cost, and the local construction industry ’s average monthly salary is $3000, we use it to calculate labor, this occupies the largest in the road construction costs; As for material cost, we calculate by the current prices in the United States, is about $40 per cubic meter, then according to the size of the toll plaza, it will cost about $45000.In conclusion, the cost of toll plaza spend mainly on the labor cost of highway construction, the material cost also accordingly account for part of it.11Analysis of the influence of lane geometry parameters on its capacity11.1Determination of lane changing rateAccording to the analysis of vehicle trajectory and running state of vehicle , vehicle trajectory in the middle of the gradual path is similar to vehicle lane changing trajectory, and considering the factors when the driver turns, we select the easement curve trajectory model to design the gradual change section of toll plaza. And in the middle of the two convex type curve , we join a long for L straight section , it is shown in the figure belowFigure 11-0-5Toll plaza improvementsAccording to characteristics of convex curve geometric elements, we can use the following formula to calculate the first period of convex curve of easement curve tangent length T1:T1=(R1+p1)tanα1+q1（31）2In this equation, R 1 is the radius of the first section of convex curve points , ρ1 is Within shift, q 1 is tangent increment, α1 is curve angle, and α1=2β1, β1 is easement curve angleSuppose the first and second convex curve gradient width are ∆W 1 and ∆W 2 respectively, the width of one side with the gradient is ∆W .Depending on the figure with the easement curve in orbit, there are: ∆W 1=T 1∙sin α1∆W 2=T 2∙sin α2∆W =∆W 1+∆W 2+Lsinα1∆W =0(R 1+p 1)(1−cos L S1R 1 )+q 11∙sin L S1R 1 +0(R 2+p 2)(1−cos L S2R 2)+q 21∙sin Ls2R 2 +Lsinα1 L S1 and L S2 are the length of easement curve of two convex curve respectivelyL is radial tangent of two convex curve, so α1=α2,then it Can be introduced as follows:L S1R 1 =L S2R 2 Associate (38) and (39),we can get the length of easement curve of two - Section convex curve L S1 and L S2, then the transition section longitudinal distance L y can use the following formula to calculate:L y =[(R 1+p 1)tan L S12R 1 +q 1+(R 2+p 2)tan L S22R 2 +q 2](1+cos L S1R 1 )+Lcosα1 Suppose the ramp rate of transition period is K ,then we can adopt the following equation:K =∆WL y From this equation , we can learn that the driving radius and the straight line segment L have a great influence on the length and the gradient of the gradient. The greater the radius, the longer the straight line, the longer the length of the gradient, the smaller the rate of change（32） （33） （34） （35） （36）（37）（38）11.2 I nfluence of geometric parameters on the flow of thecar laneAssuming C 0 and C 1=dC dl represent respectively bend and itsgradient , l represents the length of the curve itself , we can get C (l )=C 0+C 1lso ，the bend of the direction Angle isφ(l )=φ0+∫C(τ)l 0dτ=φ0+C 0l +12C 1l 2 The bend of the longitudinal distance x(l) and transverse distance y(l) are{x (l )=x 0+∫cosφ(τ)dτl 0y (l )=y 0+∫sinφ(τ)dτl 0 Assuming sinφ≈φ,cosφ≈1,and when x 0(l )=0,x (l )=l , then the bend of transverse distance y(x) and direction angle φ(x) can be expressed{φ(x )=φ0+C 0x +12C 1x 2y (x )=y 0+φl +12C 0x 2+16C 1l 3 Using the ideas of analytical mechanics, assuming that the longitudinal velocity along the x axis for x ′, along the y axis transverse speed for y ′ , along the z axis of horizontal pendulum angular velocity as the bits of ψ′, then from The Lagrange's equations we can get{ d dt .ðE T ðẋ/−ψðE T ðẏ=F Q 1d dt .ðE T ðẏ/+ψðE T ðẋ=F Q 2d dt .ðE T ðψ/+ẋ ðE T ðẏ−y ðE T ðẋ=F Q 3 Defining the system kinetic energy E T =12m (ẋ+ẏ)+12I z ψ2In the formula, m,I z respectively represent Vehicle quality and Rotary inertia take the derivative of (46),we can get{ d dt .ðE T ðẋ/−ψðE T ðẏ=d dt(mẋ)−ψ (mẏ)d dt .ðE T ðẏ/+ψðE T ðẋ=d dt (mẏ)−ψ (mẋ)d dt .ðE T ðψ/+ẋ ðE T ðẏ−y ðE T ðẋ=d dt (I z ψ)−x (mẏ)−y (mẋ) （39）（40）（41）（42）（43）Delimiting generalized force: {F Q 1=∑F xF Q 2=∑F y F Q 3=∑M zIn summary we can get the Vehicle longitudinal coupling model.We mainly consider the lateral situation∑F y =F yr +F xf +F xf cosδ If the vehicle driving in the bend is only disturbed by small disturbance near the equilibrium state, the front wheel angle is small enough , so cosδ≈1,sinδ≈δ ∑F y =−(C f +C r )y ẋ−(aC f −bC f )ψẋ+(F xf +C f )δ We put the formula () and formula () into ()y =−d 2ẏẋ−.ẋ+kd 3ẋ/ψ−(F xf :C f m )δ In the formula d 2=C f :C r m ,d 3=aC f ;bC rI z ,k =I z mThen, the resultant force ∑M z along the vertical direction is∑M z =aF xf sinδ+aF xf cosδ−bF yrWhen sinφ≈φ,cosφ≈1,then∑F y =−(a 2C f +b 2C r )ψẋ−(aC f −bC f )ẏẋ+a(F xf +C f )δψ=−d 4ψẋ−−d 3y ẋ+a I z (F xf :C f m )δ In the formula, d 4=(a 2C f :b 2C r )I z 11.3 E nergy consumption analysis based on cellularautomata modelConsidering the influence of different shapes on traffic performance is mainly reflected in the curve, we mainly study the influence of the curve on the whole problem. On the road segment, Lane set of sections containing only one plane curve, the curve is provided with the deceleration section of L , the road will be regarded as the length of the L 1D discrete lattice chain, each lattice point at each moment or is empty or occupied for a car.m 、p and v max represent the quality of the vehicle, the （44） （45）（46）（47） （48） （49） （50）（51）stochastic delay probability and maximum speed ,respectively, g is the local acceleration of gravity, r and u represent the static friction coefficient of curvature radius and static coefficient of friction between wheel and road, respectively. The vertical direction of the vehicle is subjected to a pair of balance forces, and the influence of tangential friction on the vehicle is mainly reflected in the change of the speed, Therefore , the centripetal force required for the safety of the vehicle is provided by the normal static friction force,v safe is maximum speed of safetyturning, then mv safe2r =μmg,⁄v safe =√μgr .In each step of t →t +1 , all vehicles are in accordance with the following rules of the evolution of the speed and location of the synchronization update :Determine the vehicle delay probability p ：When the vehicle is in the buffer section , if v >v safe,take the probability of delay p =p 1 (larger), in other cases, take p =p 2 (smaller),Acceleration process: v n (t)→min (v n (t )+1,v max );deterministic deceleration process: v n (t)→min (v n (t ),gap n (t))Stochastic deceleration process with probability p ：v n (t)→max (v n (t )−1,0) deceleration process ：When the vehicle is in the corner of the road, and the speed v (t )>v safe , in order to turn the corner ，it must be slowed down :v n (t)→min (v n (t ),v safe )location update process: x n (t )→x n (t )+v n (t)Among them, v n (t) and x n (t ) are the speed and position of the first n vehicle at time t respectively , x n:1(t ) is the position of the first n +1 vehicle at time t . gap n (t )=x n:1(t )−x n (t )−1is the spacing between the first n car and the foregoing vehicle which is close to it.Definition of energy consumptionSuppose the mass of vehicle is m , when it slows down, its kinetic energy is reduced, we define the kinetic energy reduction for energy consumption, e(n,t) represents that energy consumption of the first n vehicles from time t to t+1 .e (n,t )={m,v 2(n,,t );v 2(n,,t:1)-2v (n,t )>v (n,t +1);0,v (n,t )≤v (n,t +1)The average energy consumption per vehicle per unit time:E d =1T 1N ∑∑e(n,t) N n<1t0:T;1t<t0 N is the total number of vehicles on the driveway, t 0 is relaxation time. For（52） （53）the energy consumption of the vehicle, if it is because the speed of t moment is greater than the Vehicle-to-vehicle distance v(n,t)>gap n(t), the vehicle decelerates, thatis defined as the interaction energy, denoted by E di; If it is because of the random deceleration caused, defined as the random deceleration energy consumption, denotedby E dr;if it is because the car speed In the corner v(n,t)>v safe, there is deceleration for the sake of driving safely, defined as safe energy consumption, denoted by E ds.Then total energy consumption is:E d=E di+E dr+E ds（54）Numerical simulation and analysis of the resultsTo simplify the problem, assuming that the length of actual road is 7.5km, Divided into 1000lattices, equivalent to the actual length of each grid correspondsto 7.5m, Delay probability p1=0.8,p2=0.25,Quality unit is defined 1. Entering probability changes from 0~1.0.The state of each vehicle is represented by its own speed v, v∈,0,v max-We let v max=5cell he actual speed is135km/h.We take8×104time steps every run .Influence of curvature radius on energy consumptionThe arc length s, the friction coefficient μand the radius of curvature of r are carried out numerical simulation. parameters are as follows: s=30m,μ=0.5,r=10、50、100、200、300m.According to v max=5cell/s,the maximum speed of the vehicle v max=37.5m/s. Results show that when r=300m, the safetyspeed v safe=√μgr=38.73m/s,v safe>v max, the bottleneck of the curve disappears and the speed limit is lost. The change of the probability in_p of therandom energy consumption（E di、E dr、E ds、E d）is shown in the figure.。

The following section is a collection of terms used in the manual手册，说明书. Sources and references are identified for those terms with multiple definitions多重定义.Accident modification factorsA means of quantifying crash reductions associated with safety improvements.Actuated开动，驱使Signal ControlPhase time based on detection data.Adaptive Signal Control A signal control concept where vehicular traffic in a network is detected at a point upstream and/or downstream and an algorithm is used to predict when and where traffic will be and to make signal adjustments at downstream intersections based on those predictions.Added Initial An interval that times concurrently with the minimum green interval and increases by each vehicle actuation received during the initial period. This time cannot exceed the maximum initial.Analysis period A single time period during which capacity analysis is performed on a transportation facility. If the demand exceeds capacity during an analysis period, consecutive analysis periods can be selected to account for initial queue from the previous analysis period. Also referred to as time interval.Analytical Model A model that relates system components using theoretical理论considerations tempered调节的、缓和的、适中的, validated证实、生效, and calibrated标刻度by field data.Annual average daily traffic The total volume of traffic passing a point or segment of a highway facility in both directions for one year divided by the number of days in the year.Approach A set of lanes at an intersection横断、交叉、十字that accommodates容纳、调节all left-turn, through, and right-turn movements from a given direction.Approach grade引导坡度The grade of an intersection approach, expressed as a percentage, with positive values for upgrade and negative for downgrade.Area type A geographic parameter因素、参数reflecting the variation of saturation浸湿，饱和flows in different areas.Arrival rate The mean of a statistical统计的distribution of vehicles arriving at a point or uniform 校服、一律、一致、统一segment of a lane or roadway.Arrival type Six assigned categories生物类别for determining the quality of progression发展、一系列at a signalized intersection.Arterial动脉的A signalized street that primarily主要、首要serves through traffic and that secondarily provides access to abutting邻接、毗连properties, with signal spacing间隔、间距of 2.0 miles or less.Arterial LOS An arterial- and network-level performance measure associated with the class of arterial and the travel speed of arterial under study.Automatic Vehicle Location (AVL) System An intelligent transportation system (ITS) technology to track vehicle location, speed and other measures within a system. Most applications are found on transit vehicles and systems.Average Speed The average distance a vehicle travels within a measured amount of time.Average travel speed The length of the highway segment divided by the average travel time of all vehicles traversing the segment, including all stopped delay times.Back of queue The distance between the stop line of a signalized intersection and the farthest reach of an upstream queue, expressed as a number of vehicles. The vehicles previously stopped at the front of the queue are counted even if they begin moving.Bandwidth The maximum amount of green time for a designated direction as it passes through a corridor at an assumed constant speed, typically measured in seconds.Bandwidth attainability A measure of how well the bandwidth makes use of the available green time for the coordinated movements at the most critical intersection in the corridor.Bandwidth efficiency A measure that normalizes bandwidth against the cycle length for the arterial under study.Barnes’ Dance A common term for an exclusive pedestrian phase where pedestrians may cross all intersections legs and sometimes diagonally.Barrier A separation of intersecting movements in separate rings to prevent operating conflicting phases at the same time.Base condition The best possible characteristic in terms of capacity for a given type of transportation facility; that is, further improvements would not increase capacity; a condition without hindrances or delays.Base saturation flow rate The maximum steady flow rate—expressed in passenger cars per hour per lane—at which previously stopped passenger cars can cross the stop line of a signalizedintersection under base conditions, assuming that the green signal is available and no lost times are experienced.Call A term used to describe the presence of vehicle, bicycle, or pedestrian demand in an actuated detection controller system.Capacity The maximum rate at which vehicles can pass through the intersection under prevailing conditions. It is also the ratio of time during which vehicles may enter the intersection.Carryover A term commonly used for the “extend” setting in controller manuals. It is another way to describe the time provided for a vehicle to traverse from one detector to the next.Change interval The yellow plus red clearance interval that occurs between phases of a traffic signal to provide for clearance of the intersection before conflicting movements are released. Also known as the clearance interval.Clearance lost time The time, in seconds, between signal phases during which an intersection is not used by any traffic.Clearance time The time loss at a transit stop, not including passenger dwell times. This parameter can be the minimum time between one transit vehicle leaving a stop and the following vehicle entering and can include any delay waiting for a sufficient gap in traffic to allow the transit vehicle to reenter the travel lane.Condition Diagram An illustration used to highlight the existing characteristics (i.e., number of lanes, signs, adjacent driveways, turn-bay lengths, traffic control, and land uses) of an intersection.Concurrent Phases Two or more phases in separate rings that are able to operate together without conflicting movements.Congested flow A traffic flow condition caused by a downstream bottleneck.Control Delay The amount of additional travel time experienced by a user attributable to a control device.Controller Memory A term that refers to the controller’s ability to “remember” (i.e., retain) a detector actuation and includes one of two modes (nonlocking or locking).Coordinated-Actuated Signal operations in coordination with other intersections, and using vehicle, bicycle, and/or pedestrian detection to define signal timing.Coordinated Phase(s) The phase (or phases) that is provided a fixed minimum amount of time each cycle under a coordinated timing plan. This phase is typically the major through phase on anarterial.Coordination The ability to synchronize multiple intersections to enhance the operation of one or more directional movements in a system.Corridor A set of essentially parallel transportation facilities designed for travel between two points. A corridor contains several subsystems, such as freeways, rural (or two-lane) highways, arterials, transit, and pedestrian and bicycle facilities.Critical lane group The lane groups that have the highest flow ratio for a given signal phase.Critical movement analysis A simplified technique for estimating phasing needs and signal timing parameters.Critical speed The speed at which capacity occurs for a facility, usually expressed as miles per hour.Critical volume-to-capacity ratio The proportion of available intersection capacity used by vehicles in critical lane groups.Crosswalk A marked area for pedestrians crossing the street at an intersection or designated midblock location.Cycle A complete sequence of signal indications.Cycle Length The time required for a complete sequence of signal indications.Cycle Failure Occasion where all queued vehicular demand cannot be served by a single green indication or signal phase.Dallas Display A type of signal display that attempts to avoid “yellow trap” problem by using louvers on the yellow and green ball indications to restrict visibility of the left-turn display to adjacent lanes while displaying indications based on the opposing through movement.Delay The additional travel time experienced by a driver, passenger, or pedestrian.A detector parameter typically used with stop-line, presence mode detection for turn movements from exclusive lanesDensity The number of vehicles on a roadway segment averaged over space, usually expressed as vehicles per mile or vehicles per mile per lane. (see also: volume-density, sometimes referred to as density timing)Demand The volume of traffic at an intersection, approach, or movement.Detector A device used to count and/or determine the presence of a vehicle, bicycle, or pedestrian.Dilemma Zone There are two types of dilemma zones.Type I occurs when yellow and red clearance times are too short for a driver to either stop or clear the intersection before the beginning of a conflicting phase.Type II, also known as an “Option Zone”, ore “Indecision Zone”. This occurs as the result of different drivers making different decision on whether to go or stop, upon the change from a green to yellow indication.Double Cycle A cycle length that allows phases to be serviced twice as often as the other intersections in the coordinated system.Downstream The direction of traffic flow.Early Return to Green A term used to describe the servicing of a coordinated phase in advance of its programmed begin time as a result of unused time from non-coordinated phases.Effective green time The time during which a given traffic movement or set of movements may proceed; it is equal to the cycle length minus the effective red time.Effective red time The time during which a given traffic movement or set of movements is directed to stop; it is equal to the cycle length minus the effective green time.Effective walkway width The width, in feet, of a walkway usable by pedestrians, or the total walkway width minus the width of unusable buffer zones along the curb and building line.Exclusive pedestrian phase An additional phase that is configured such that no vehicular movements are served concurrently with pedestrian traffic. See also, Barnes Dance.Exclusive turn laneA designated left- or right-turn lane or lanes used only by vehicles making those turns.Extend A detector parameter that extends a detector actuation by a setable fixed amount. It is typically used with detection designs that combine multiple advance detectors and stop-line detection for safe phase termination of high-speed intersection approaches.Field Implementation A term used to describe the installation of new signal timings in the controller and the review of traffic operations at the intersection.Fixed Force Off A force off mode where force off points cannot move. Under this mode,non-coordinated phases can utilize unused time of previous phases.Fixed Time Signal Control A preset time is given to each movement every cycle regardless of changes in traffic conditions.Flashing Don’t Walk An indication warning pedestrians that the walk indication has ended and the don’t walk indication will begin at the end of the pedestrian clearance interval.Flashing Yellow Arrow A type of signal head display that attempts to avoid the “yellow trap” problem by providing a permissive indication to the driver that operates concurrent with the opposing through movement rather than the adjacent through movement.Floating Force Off A force off mode where force off points can move depending on the demand of previous phases. Under this mode, non-coordinated phase times are limited to their defined split amount of time and all unused time is dedicated to the coordinated phase. Essentially, the split time is treated as a maximum amount for the non-coordinated phases.Floating car method A commonly employed technique for travel time runs which requires the vehicle driver to “float” with the tra ffic stream while traveling at a speed that is representative of the other vehicles on the roadway and to pass as many vehicles as pass the floating car.Flow rate The equivalent hourly rate at which vehicles, bicycles, or persons pass a point on a lane, roadway, or other trafficway; computed as the number of vehicles, bicycles, or persons passing the point, divided by the time interval (usually less than 1 h) in which they pass; expressed as vehicles, bicycles, or persons per hour.Flow ratio The ratio of the actual flow rate to the saturation flow rate for a lane group at an intersection.Force Off A point within a cycle where a phase must end regardless of continued demand. These points in a coordinated cycle ensure that the coordinated phase returns in time to maintain its designated offset.Free flowA flow of traffic unaffected by upstream or downstream conditions.Fully actuated control A signal operation in which vehicle detectors at each approach to the intersection control the occurrence and length of every phase.Gap The time, in seconds, for the front bumper of the second of two successive vehicles to reach the starting point of the front bumper of the first.Gap ReductionThis is a feature that reduces the passage time to a smaller value while the phase is active.Green time The duration, in seconds, of the green indication for a given movement at a signalized intersection.Green time ratioThe ratio of the effective green time of a phase to the cycle length.Green Extension A signal priority treatment to extend a current green phase to give priority to a specific movement or vehicle, typically transit.Hardware The devices that physically operate the signal timing controls, including the controller, detectors, signal heads, and conflict monitor.Headway(1)The time, in seconds, between two successive vehicles as they pass a point on the roadway, measured from the same common feature of both vehicles (for example, the front axle or the front bumper);(2)The time, usually expressed in minutes, between the passing of the front ends of successive transit units (vehicles or trains) moving along the same lane or track (or other guideway) in the same direction.Hardware in the Loop (HITL) A means of providing a direct linkage between simulation models and actual signal controllers.Highway Capacity Manual A National Academies of Science/Transportation Research Board manual containing a collection of state-of-the-art techniques for estimating the capacity and determining the level-of-service for transportation facilities, including intersections and roadways as well as facilities for transit, bicycles, and pedestrians.Inhibit Max A basic timing parameter that removes the Maximum Green input as a phase parameter during coordination and allows the phase to extend beyond its normal maximum green values.Interval The duration of time where a traffic signal indications do not change state (red, yellow, green, flashing don’t walk). A traffic signal controller also has timi ng intervals (min green, passage time) that determine the length of the green interval.Intersection Delay - Average The total additional travel time experienced by users as a result ofcontrol measures and interactions with other users divided by the volume departing from the intersection.Intersection Level of Service A qualitative measure describing operational conditions based on average intersection delay.Isolated intersectionAn intersection at least one mile from the nearest upstream signalized intersection.Lagging pedestrian interval A pedestrian timing option that starts pedestrian walk interval several seconds after the adjacent through movement phase, thus allowing a waiting right-turn queue to clear before the pedestrian walk indication is presented and thereby reducing conflicts with right-turning vehicles.Lane group A set of lanes established at an intersection approach for separate capacity and level-ofservice analysis.Lane group delayThe control delay for a given lane group.Lane utilization The distribution of vehicles among lanes when two or more lanes are available for a movement; however, as demand approaches capacity, uniform lane utilization develops.Leading pedestrian interval A pedestrian interval option that starts a few seconds before the adjacent through movement phase, thus allowing pedestrians to establish a presence in the crosswalk and thereby reducing conflicts with turning vehicles.Lead-Lag Left-Turn Phasing A left-turn phase sequence where one left-turn movement begins with the adjacent through movement and the opposing left-turn movement begins at the end of the conflicting through movement. This option may create a “yellow trap” with some permissive signal displays.Level of service A qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience.Local Controller The device used to operate and control the signal displays using signal timing provided by the user, master controller, or central signal system.Locking mode A controller memory mode used to trigger a call for service for the first actuation received by the controller on a specified channel during the red intervalLost Time The portion of time at the beginning of each green period and a portion of each yellow change plus red clearance period that is not usable by vehicles.Master Clock The background timing mechanism within the controller logic to which each controller is .referenced during coordinated operations.Master Controller An optional component of a signal system that facilitates coordination of a signal system with the local controller.Manual on Traffic Control Devices (MUTCD)The MUTCD, published by the Federal Highway Administration, provides the standards and guidance for installation and maintenance for traffic control devices on roadways.Maximum Allowable Headway (MAH) / Maximum Time Separation The maximum time separation between vehicle calls on an approach without gapping out the phase, typically defined by passage time or gap time. Maximum allowable headway refers to spacing between common points of vehicles in a single lane, but the term is commonly used to refer to maximum time separation in single or multi-lane approaches as well.Maximum Green The maximum length of time that a phase can be green in the presence of a conflicting call.Maximum Initial The maximum period of time for which the Added Initial can extend the initial green period. This cannot be less than the Minimum Green time.Maximum RecallA recall mode that places a continuous call on a phase.Measure of effectivenessA quantitative parameter indicating the performance of a transportation facility or service.Minimum Gap This volume density parameter that specifies the minimum green extension when gap reduction is used..Minimum Green The first timed portion of the green interval which may be set in consideration driver expectany and the storage of vehicles between the detectors and the stop line when volume density or presence detection is not used.Minimum Recall A recall parameter the phase is timed for its minimum green time regardless what the demand is for the movement.Movement A term used to describe the user type (vehicle or pedestrian) and action (turningmovement) taken at an intersection. Two different types of movements include those that have the right of way and those that must yield consistent with the rules of the road or the Uniform Vehicle Code.Non-locking mode A controller memory mode that does not retain an actuation received from a detector by the controller after the actuation is dropped by the detection unit.OccupancyThe percent of time that a detector indicates a vehicle is present over a total time period.Offset The time relationship between coordinated phases defined reference point and a defined master reference (master clock or sync pulse).Offset Reference Point (Coordination Point)The defined point that creates an association between a signalized intersection and the master clock.Overflow queueQueued vehicles left over from a green phase at a signalized intersection.OversaturationA traffic condition in which the arrival flow rate exceeds capacity.Passage Time (Vehicle Interval, Gap, Passage Gap, Unit Extension) A phase timer that ends a phase when the time from the last detector output exceeds the timer setting.Pattern Sync ReferenceThe set start of the master clock.Peak-hour factor The hourly volume during the maximum-volume hour of the day divided by four times the peak 15-min flow rate within the peak hour; a measure of traffic demand fluctuation within the peak hour.PedestrianAn individual traveling on foot.Pedestrian Recall A recall mode where there is a continuous call for pedestrian service resulting in the pedestrian walk and clearance phases to occur each time the phase times.Pedestrian Clearance Interval Also known as “Flash Don’t Walk”. The time prov ided for apedestrian to cross the entire width of the intersection.Pedestrian PhaseTime allocated to pedestrian traffic that may be concurrent with vehicular phases.Pedestrian scrambleSee Exclusive Pedestrian PhasePedestrian Walk IntervalAn indication to the pedestrian that it allows pedestrians to begin crossing the intersection.Pedestrian walking speedThe average walking speed of pedestrians, in feet per second.Percent Runs Stopped The percentage of the total number of travel time runs conducted during which a vehicle stops.Performance Index An arterial- and network-Level performance measure that allows several measures of effectiveness to be mathematically combined.Performance Measures Signal system related effects on stops, vehicle delay, arterial travel time, or existence of spill back queuing between closely spaced intersections.Permissive Movements A movement where it is allowed to proceed if there are available gaps in the conflicting flow.Permissive Period A period of time during the coordinated cycle in which calls on conflicting phases will be result in the coordinated phase transitioning to non-coordinated phase(s)..Permitted plus protected Compound left-turn protection that displays the permitted phase before the protected phase.Permitted turn Left or right turn at a signalized intersection that is made against an opposing or conflicting vehicular or pedestrian flow.Phase A controller timing unit associated with the control of one or more movements. The MUTCD defines a phase as the right-of-way, yellow change, and red clearance intervals in a cycle that are assigned to an independent traffic movement.Phasing Indication The current display for a given phase (green, yellow, red, walk, flashing don’twalk, or don’t walk).Phase Pair A combination of two phases allowed within the same ring and between the same barriers such as 1+2. 5+6, 3+4, and 7+8.Phase Recall A call is placed for a specified phase each time the controller is servicing a conflicting phase. This will ensure that the specified phase will be serviced again. Types of recall include soft, minimum, and maximum. Soft recall only calls the phase back if there is an absence of conflicting calls.Phase SequenceThe order of a series of phases.Phasing DiagramA graphical representation of a sequence of phases.Platoon A group of vehicles or pedestrians traveling together as a group, either voluntarily or involuntarily because of signal control, geometrics, or other factors.Preemption Traffic signal preemption is the transfer of normal operation of a traffic control signal to a special control mode of operation.Preempt Trap A condition that can occur when a preemption call is serviced at a signalized intersection near an at-grade train-roadway crossing, where not enough clearance green time is provided to clear a queue of vehicles, and a vehicle could be trapped on the tracks with the railroad crossing lights and gates come down.Presence Mode A detection mode where a signal is sent to the controller for the duration of time a vehicle is inside the detection zone.Pretimed control A signal control in which the cycle length, phase plan, and phase times are preset to repeat continuously.Priority Traffic signal priority (TSP) is an operational strategy communicated between transit vehicles and traffic signals to alter signal timing for the benefit or priority of transit vehicle. Green extension, red truncation, and phase skipping are examples of signal timing alterations under TSP.Progression adjustment factor A factor used to account for the effect of signal progression on traffic flow; applied only to uniform delay.Protected Movements A movement where it has the right-of-way and there are no conflicting movements occurring.Protected plus permitted Compound left-turn protection at a signalized intersection that displays the protected phase before the permitted phase.Protected turn The left or right turns at a signalized intersection that are made with no opposing or conflicting vehicular or pedestrian flow allowed.Pulse Mode A detection mode where vehicle detection is represented by a single “on” pulse to the controller.Queue A line of vehicles, bicycles, or persons waiting to be served by the system in which the flow rate from the front of the queue determines the average speed within the queue. Slowly moving vehicles or people joining the rear of the queue are usually considered part of the queue. The internal queue dynamics can involve starts and stops. A faster-moving line of vehicles is often referred to as a moving queue or a platoon.Queue discharge A flow with high density and low speed, in which queued vehicles start to disperse. Usually denoted as Level of Service F.Queue spillback A term used to describe vehicles stopped at an intersection that exceed the available storage capacity for a particular movement.Queue storage ratio The parameter that uses three parameters (back of queue, queued vehicle spacing, and available storage space) to determine if blockage will occur.Quick-Estimation Method A method detined in Chapter 10 of the HCM 2000 that allows an analyst to identify the critical movements at an intersection, estimate whether the intersection is operating below, near, at, or over capacity, and approximate the amount of green time needed for each critical movement.Red Change Interval The period of time following a yellow period indicating the end of a phase and stopping the flow of traffic.Red time The period, expressed in seconds, in the signal cycle during which, for a given phase or lane group, the signal is red.Red Truncation A signal priority treatment to terminate non-priority approach green phasing early in order to more quickly return to green for the priority approach. This treatment is also known as early return to green.RingAn phases that operate in sequence.Ring Barrier Diagram A graphical representation of phases within a set of rings and phases within a set of barriers.Saturation Flow Rate The equivalent hourly rate at which vehicles can traverse an intersection approach under prevailing conditions, assuming a constant green indication at all time and no loss time, in vehicles per hour or vehicles per hour per lane.Saturation headway The average headway between vehicles occurring after the fourth vehicle in the queue and continuing until the last vehicle in the initial queue clears the intersection.Section A group of signalized intersections used to analyze traffic operations, develop new signal timings, and operate in the same control mode—manual, time of day, or traffic responsiveSegment A portion of a facility on which a capacity analysis is performed; it is the basic unit for the analysis, a one-directional distance. A segment is defined by two endpoints.Semi-Actuated Control A type of signal control where detection is provided for the minor movements only and the signal timing returns to the major movement because it has no detection and is placed in recall.Signal HeadAn assembly of one or more signal indications.Signal Coordination An operational mode that synchronizes a series of traffic signals to enhance the operation of one or more directional movements.Signal Warrant A threshold condition to determine whether a traffic signal is justified based on satisfaction of an engineering study. There are eight warrants provided in the MUTCD.Signalization condition A phase diagram illustrating the phase plan, cycle length, green time, change interval, and clearance time interval of a signalized intersection.Simple left turn protection A signal phasing scheme that provides a single protected phase in each cycle for a left turn.Simultaneous GapThis parameter requires all phases to concurrently “gap out” prior to crossing the barr ier.Software in the loop (SITL) A means of providing a direct linkage between simulation models and software emulations of controllers,Speed。

英语美国的交通Transportation in the United StatesKeywords: transport, Roads, turnpike, company, vehicleOverland transport in the United States was still extremely primitive in 1790. Roads were few and short, usually extending from inland communities to the nearest river town or seaport. Nearly all interstate commerce was carried out by sailing ships that served the bays and harbors of the seaboard. Yet, in 1790 the nation was on the threshold of a new era of road development. Unable to finance road construction, states turned for help to private companies, organized by merchants and land speculators who had a personal interest in improved communications with the interior. The pioneer in this move was the state of Pennsylvania, which chartered a company in 1792 to construct a turnpike, a road for the use of which a toll, or payment, is collected, from Philadelphia to Lancaster. The legislature gave the company the authority to erect tollgates at points along the road where payment would be collected, though it carefully regulated the rates.(The states had unquestioned authority to regulate private business in this period.)The company built a gravel road within two years, and the success of the Lancaster Pike encouraged imitation. Northern states generally relied on private companies to build their toll roads, but Virginia constructed a network at public expense. Such was the road building fever that by 1810 New York alone had some 1,500 miles of turnpikes extending from the Atlantic to Lake Erie.Transportation on these early turnpikes consisted of freight carrier wagons and passenger stagecoaches. The most common road freight carrier was the Conestoga wagon, a vehicle developed in the mid-eighteenth century by German immigrants in the area around Lancaster, Pennsylvania. It featured large, broad wheels able to negotiate all but the deepest ruts and holes, and its round bottom prevented the freight from shifting on a hill. Covered with canvas and drawn by four to six horses, the Conestoga wagon rivaled the log cabin as the primary symbol of the frontier. Passengers traveled in a variety of stagecoaches, the most common of which had four benches, each holding three persons. It was only a platform on wheels, with no springs; slender poles held up the top, and leather curtains kept out dust and rain.32. Paragraph 1 discusses early road building in the United States mainly in terms of the(A) popularity of turnpikes(B) financing of new roads(C) development of the interior(D) laws governing road use33. The word "primitive" in line 1 is closest in meaning to(A) unsafe(B) unknown(C) inexpensive(D) undeveloped34. In 1790 most roads connected towns in the interior of the country with(A) other inland communities(B) towns in other states(C) river towns or seaports(D) construction sites35. The phrase "on the threshold of" in line 4 and 5 is closest in meaning to(A) in need of(B) in place of(C) at the start of(D) with the purpose of36. According to the passage, why did states want private companies to help with road building?(A) The states could not afford to build roads themselves.(B) The states were not as well equipped as private companies.(C) Private companies could complete roads faster than the states.(D) Private companies had greater knowledge of the interior.37. The word "it" in line 11 refers to(A) legislature(B) company(C) authority(D) payment38. The word "imitation" in line 14 is closest in meaning to(A) investment(B) suggestion(C) increasing(D) copying39. Virginia is mentioned as an example of a state that(A) built roads without tollgates(B) built roads with government money(C) completed 1,500 miles of turnpikes in one year(D) introduced new law restricting road use40. The "large, broad wheels" of the Conestoga wagon are mentioned in line21 as an example of a feature of wagons that was(A) unusual in mid-eighteenth century vehicles(B) first found in Germany(C) effective on roads with uneven surfaces(D) responsible for frequent damage to freight。

Self-driving robotaxis are taking off in China在中国，自动驾驶出租车有新突破The world has been inching toward fully autonomous cars for years. In China, one company just got even closer to making it a reality.多年来，世界一直在向全自动驾驶汽车缓慢前进。

在中国，有一家公司离实现这一目标更近了一步。

On Thursday, AutoX, an Alibaba (BABA)-backed startup, announced it had rolled out fully driverless robotaxis on public roads in Shenzhen. The company said it had become the first player in China to do so, notching an important industry milestone.周四，阿里巴巴(Alibaba)支持的初创公司AutoX宣布，它已在深圳的公共道路上推出了全自动无人驾驶出租车。

该公司表示，它已成为中国首家这样做的公司，创下了一个重要的行业里程碑。

Previously, companies operating autonomous shuttles on public roads in the country were constrained by strict caveats, which required them to have a safety driver inside.此前，在中国的公共道路上运营无人驾驶汽车的公司受到了严格的限制，要求它们必须有一名司机在车内以保证安全。

This program is different. In Shenzhen, AutoX has completely removed the backup driver or any remote operators for its local fleet of 25 cars, it said. The government isn't restricting where in the city AutoX operates, though the company said they are focusing on the downtown area.不过这个项目与以往不同。

第24章高速公路交织分析24.1引言24.1.1方法的适用范围本章详细地介绍了高速公路交织区运行的分析方法。

同时，对这些方法在多车道公路交织区分析中的应用也给予说明。

在第十三章《高速公路特性》中对高速公路交织区的基本概念和定义曾作过论述。

该章完整地阐述交织区内约束、非约束车流运行的定义和A、B、C三种交织构型。

理解这些概念与定义是正确应用本章方法以及充分解读分析结果的标准。

本章方法汇集了大量原始资料和研究成果。

预测车速的计算公式是在二十世纪80年代的一个研究项目中的研究成果（1）。

构造型式与运行类型的概念是二十世纪70年代早期研究中（2）建立的，并于1979（3）年发表的高速公路通行能力计算方法的另一项研究中（3）得到更新。

同时也收录了1997年版HCM（4）中的交织分析方法。

另外，其它几部文献也描述过交织区的分析方法（5-7）。

24.1.2方法的限制条件本章方法不专门用于分析下列问题（在分析者不做任何修改的情况下）：1.交织区内的特殊车道，如高乘载率车辆专用车道；2.交织区入口匝道的匝道测量段；3.发生超饱和时的特殊运行情况；4.速度限制或执法措施对交织区运行的影响；5.智能交通系统技术对交织区运行的影响；6.集散道（C-D Road）路的交织区；7.城市街道上的交织区；8.多重交织区。

在本手册以前的版本中对最后一项曾做过论述，这里删去了。

现在，把多重交织区合理拆分为合流、分流和简单交织进行分析。

24.2方法本章论述的方法具有五个明显的组成部分：1.预测交织区内交织车辆与非交织车辆的区间平均车速（平均行驶车速）的模型（对于每种构型以及约束型与非约束型运行有特定的模型）；2.描述交织车辆与非交织车辆各自占用车道比例的模型，用于确定约束或非约束运行的类型；3.将预测车速换算为交织区内平均车流密度的方法；4.根据交织区内车流密度确定服务水平（LOS）的划分标准；5.确定交织区通行能力的模型。

图表24-1是高速公路交织区分析流程。