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首页> 外文期刊>Transportation Research Part B: Methodological >Dynamic traffic assignment approximating the kinematic wave model:System optimum, marginal costs, externalities and tolls
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Dynamic traffic assignment approximating the kinematic wave model:System optimum, marginal costs, externalities and tolls

机译：动态交通分配近似于运动学波动模型：系统最优，边际成本，外部性和通行费

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摘要

System marginal costs, externalities and optimal congestion tolls for traffic networks are generally derived from system optimising (SO) traffic assignment models and when they are treated as varying over time they are referred to as dynamic. In dynamic system optimum (DSO) models the link flows and travel times or costs are generally modelled using so-called 'whole link' models. Here we instead develop an SO model that more closely reflects traffic flow theory and derive the marginal costs and externalities from that. The most widely accepted traffic flow model appears to be the LWR (Lighthill, Whitham and Richards) model and a tractable discrete implementation or approximation to that is provided by the cell transmission model (CTM) or a finite difference approximation (FDA). These handle spillbacks, traffic controls and moving queues in a way that is consistent with the LWR model and hence with the kinematic wave model and fluid flow model. An SO formulation using the CTM is already available, assuming a single destination and a trapezoidal flow-density function. We extend the formulation to allow more general nonlinear flow density functions and derive and interpret system marginal costs and externalities. We show that if tolls computed from the DSO solution are imposed on users then the DSO solution would also satisfy the criteria for a dynamic user equilibrium (DUE). We extend the analysis to allow for physical or behavioural constraints on the link outflow proportions at merges and inflow proportions at diverges. We also extend the model to elastic demands and establish connections between the present DSO model and earlier DSO models.
机译：交通网络的系统边际成本，外部性和最佳拥堵费通常是从系统优化（SO）交通分配模型得出的，当它们被视为随时间变化时，它们被称为动态的。在动态系统优化（DSO）模型中，通常使用所谓的“整个链路”模型对链路流量和行程时间或成本进行建模。在这里，我们开发的SO模型可以更紧密地反映交通流量理论，并从中得出边际成本和外部性。被最广泛接受的交通流模型似乎是LWR（Lighthill，Whitham和Richards）模型，并且是由单元传输模型（CTM）或有限差分近似（FDA）提供的可处理的离散实现或近似。它们以与LWR模型（因此与运动波模型和流体流动模型）一致的方式来处理溢出，交通控制和移动队列。使用CTM的SO公式已经可用，假设有单个目标并具有梯形流量密度函数。我们扩展了公式，以允许使用更通用的非线性流量密度函数，并推导和解释了系统的边际成本和外部性。我们表明，如果将DSO解决方案计算出的通行费强加给用户，则DSO解决方案也将满足动态用户均衡（DUE）的标准。我们扩展分析以允许对合并时的链接流出比例和对分歧时的流入比例的物理或行为约束。我们还将模型扩展到弹性需求，并在当前DSO模型和早期DSO模型之间建立联系。

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