This work proposes the use of Information Theory for the characterization of vehicles behavior through their velocities. Three public data sets were used: (i) Mobile Century data set collected on Highway I-880, near Union City, California; (ii) Borlange GPS data set collected in the Swedish city of Borlange; and (iii) Beijing taxicabs data set collected in Beijing, China, where each vehicle speed is stored as a time series. The Bandt-Pompe methodology combined with the Complexity-Entropy plane were used to identify different regimes and behaviors. The global velocity is compatible with a correlated noise with f − k Power Spectrum with k ≥ 0. With this we identify traffic behaviors as, for instance, random velocities (k ≃ 0) when there is congestion, and more correlated velocities (k ≃ 3) in the presence of free traffic flow. Copyright EDP Sciences, SIF, Springer-Verlag Berlin Heidelberg 2015
Other approaches used to characterize the vehicles velocities are: @cite_5 use the fractal dimension to analyze vehicles velocities in the data set collected by Highway Performance Measurement Project, in Beijing, China. The data were collected by using sensors on the roads which sampled the velocities in intervals of 20 . Results showed that the traffic, in the scenarios considered, have multifractal characteristics and the degree of fractality increases proportionally to traffic congestion. Moreover, the local H "older exponent (or roughness) @cite_36 was used to predict heavy traffic. This exponent can be used to measure the local rate of fractality.
@cite_36 @cite_5
1995899660 2790882348 1759290360 2057165483
In this paper, we applied multifractal modeling techniques to analyze the traffic data collected from the Beijing Yuquanying. The results indicated that multifractal characteristics obviously exist in the traffic system; the degree of fractality of these traffic data tends to increase as the traffic system becomes congested; the Holder exponent that measures the local rate of fractality may be used as indicators to predict the presence of the traffic congestion. Traffic flow forecasting has been regarded as a key problem of intelligent transport systems. In this work, we propose a hybrid multimodal deep learning method for short-term traffic flow forecasting, which can jointly and adaptively learn the spatial-temporal correlation features and long temporal interdependence of multi-modality traffic data by an attention auxiliary multimodal deep learning architecture. According to the highly nonlinear characteristics of multi-modality traffic data, the base module of our method consists of one-dimensional Convolutional Neural Networks (1D CNN) and Gated Recurrent Units (GRU) with the attention mechanism. The former is to capture the local trend features and the latter is to capture the long temporal dependencies. Then, we design a hybrid multimodal deep learning framework (HMDLF) for fusing share representation features of different modality traffic data by multiple CNN-GRU-Attention modules. The experimental results indicate that the proposed multimodal deep learning model is capable of dealing with complex nonlinear urban traffic flow forecasting with satisfying accuracy and effectiveness. Abstract Multidimensional scaling is applied in order to visualize an analogue of the small-world effect implied by edges having different displacement velocities in transportation networks. Our findings are illustrated for two real-world systems, namely the London urban network (streets and underground) and the US highway network enhanced by some of the main US airlines routes. We also show that the travel time in these two networks is drastically changed by attacks targeting the edges with large displacement velocities. A review of dynamic nonlinear features of spatiotemporal congested patterns in freeway traffic is presented. The basis of the review is a comparison of theoretical features of the congested patterns that are shown by a microscopic traffic flow model in the context of the Kerner's three-phase traffic theory and empirical microscopic and macroscopic pattern characteristics measured on different freeways over various days and years. In this test of the microscopic three-phase traffic flow theory, a model of an "open" road is applied: Empirical time-dependence of traffic demand and drivers' destinations are used at the upstream model boundaries. At downstream model boundary conditions for vehicle freely leaving a modeling freeway section(s) are given. Spatiotemporal congested patterns emerge, develop, and dissolve in this open freeway model with the same types of bottlenecks as those in empirical observations. It is found that microscopic three-phase traffic models can explain all known macroscopic and microscopic empirical congested pattern features (e.g., probabilistic breakdown phenomenon as a first-order phase transition from free flow to synchronized flow, moving jam emergence in synchronized flow rather than in free flow, spatiotemporal features of synchronized flow and general congested patterns at freeway bottlenecks, intensification of downstream congestion due to upstream congestion at adjacent bottlenecks). It turns out that microscopic optimal velocity (OV) functions and time headway distributions are not necessarily qualitatively different, even if local congested traffic behavior is qualitatively different. Model performance with respect to spatiotemporal pattern emergence and evolution cannot be tested using these traffic characteristics. The reason for this is that important spatiotemporal features of congested traffic patterns are lost in these and many other macroscopic and microscopic traffic characteristics, which are widely used as the empirical basis for a test of traffic flow models.