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October  2017, 37(10): 5191-5209. doi: 10.3934/dcds.2017225

The Riemann Problem at a Junction for a Phase Transition Traffic Model

Mauro Garavello , and  Francesca Marcellini

Department of Mathematics and its Applications, University of Milano Bicocca, Via R. Cozzi 55, 20125 Milano, Italy

* Corresponding author: M. Garavello

Received  October 2016 Revised  May 2017 Published  June 2017

Fund Project: The authors were partially supported by the INdAM-GNAMPA 2015 project "Balance Laws in the Modeling of Physical, Biological and Industrial Processes"

We extend the Phase Transition model for traffic proposed in [8], by Colombo, Marcellini, and Rascle to the network case. More precisely, we consider the Riemann problem for such a system at a general junction with $n$ incoming and $m$ outgoing roads. We propose a Riemann solver at the junction which conserves both the number of cars and the maximal speed of each vehicle, which is a key feature of the Phase Transition model. For special junctions, we prove that the Riemann solver is well defined.

Keywords: Phase transition model, hyperbolic systems of conservation laws, continuum traffic models, Riemann problem, Riemann solver.
Mathematics Subject Classification: Primary: 35L65; Secondary: 90B20.
Citation: Mauro Garavello, Francesca Marcellini. The Riemann Problem at a Junction for a Phase Transition Traffic Model. Discrete & Continuous Dynamical Systems - A, 2017, 37 (10) : 5191-5209. doi: 10.3934/dcds.2017225
References:
[1]

A. Aw and M. Rascle, Resurrection of "second order" models of traffic flow, SIAM J. Appl. Math., 60 (2000), 916-938. doi: 10.1137/S0036139997332099. Google Scholar

[2]

S. Blandin, D. Work, P. Goatin, B. Piccoli and A. Bayen, A general phase transition model for vehicular traffic, SIAM J. Appl. Math., 71 (2011), 107-127. doi: 10.1137/090754467. Google Scholar

[3]

G. M. Coclite, M. Garavello and B. Piccoli, Traffic flow on a road network, SIAM J. Math. Anal., 36 (2005), 1862-1886. doi: 10.1137/S0036141004402683. Google Scholar

[4]

R. M. Colombo, Hyperbolic phase transitions in traffic flow, SIAM J. Appl. Math., 63 (2002), 708-721. doi: 10.1137/S0036139901393184. Google Scholar

[5]

R. M. Colombo, Phase transitions in hyperbolic conservation laws, In Progress in analysis, Vol. I, II (Berlin, 2001), pages 1279-1287. World Sci. Publ., River Edge, NJ, 2003. Google Scholar

[6]

R. M. Colombo, P. Goatin and B. Piccoli, Road networks with phase transitions, J. Hyperbolic Differ. Equ., 7 (2010), 85-106. doi: 10.1142/S0219891610002025. Google Scholar

[7]

R. M. Colombo and F. Marcellini, A mixed ODE-PDE model for vehicular traffic, Math. Methods Appl. Sci., 38 (2015), 1292-1302. doi: 10.1002/mma.3146. Google Scholar

[8]

R. M. Colombo, F. Marcellini and M. Rascle, A 2-phase traffic model based on a speed bound, SIAM J. Appl. Math., 70 (2010), 2652-2666. doi: 10.1137/090752468. Google Scholar

[9]

M. Garavello, K. Han and B. Piccoli, Models for Vehicular Traffic on Networks Volume 9 of AIMS Series on Applied Mathematics, American Institute of Mathematical Sciences (AIMS), Springfield, MO, 2016. Google Scholar

[10]

M. Garavello and B. Piccoli, Traffic flow on a road network using the Aw-Rascle model, Comm. Partial Differential Equations, 31 (2006), 243-275. doi: 10.1080/03605300500358053. Google Scholar

[11]

M. Garavello and B. Piccoli, Traffic Flow on Networks volume 1 of AIMS Series on Applied Mathematics, American Institute of Mathematical Sciences (AIMS), Springfield, MO, 2006. Google Scholar

[12]

P. Goatin, The Aw-Rascle vehicular traffic flow model with phase transitions, Math. Comput. Modelling, 44 (2006), 287-303. doi: 10.1016/j.mcm.2006.01.016. Google Scholar

[13]

M. Herty, S. Moutari and M. Rascle, Optimization criteria for modelling intersections of vehicular traffic flow, Netw. Heterog. Media, 1 (2006), 275-294. doi: 10.3934/nhm.2006.1.275. Google Scholar

[14]

M. Herty and M. Rascle, Coupling conditions for a class of second-order models for traffic flow, SIAM Journal on Mathematical Analysis, 38 (2006), 595-616. doi: 10.1137/05062617X. Google Scholar

[15]

H. Holden and N. H. Risebro, A mathematical model of traffic flow on a network of unidirectional roads, SIAM J. Math. Anal., 26 (1995), 999-1017. doi: 10.1137/S0036141093243289. Google Scholar

[16]

J. P. Lebacque, X. Louis, S. Mammar, B. Schnetzlera and H. Haj-Salem, Modélisation du trafic autoroutier au second ordre, Comptes Rendus Mathematique, 346 (2008), 1203-1206. doi: 10.1016/j.crma.2008.09.024. Google Scholar

[17]

M. J. Lighthill and G. B. Whitham, On kinematic waves. Ⅱ. A theory of traffic flow on long crowded roads, Proc. Roy. Soc. London. Ser. A., 229 (1955), 317-345. doi: 10.1098/rspa.1955.0089. Google Scholar

[18]

F. Marcellini, Free-congested and micro-macro descriptions of traffic flow, Discrete Contin. Dyn. Syst. Ser. S, 7 (2014), 543-556. doi: 10.3934/dcdss.2014.7.543. Google Scholar

[19]

S. Moutari and M. Rascle, A hybrid Lagrangian model based on the Aw-Rascle traffic flow model, SIAM J. Appl. Math., 68 (2007), 413-436. doi: 10.1137/060678415. Google Scholar

[20]

P. I. Richards, Shock waves on the highway, Operations Res., 4 (1956), 42-51. doi: 10.1287/opre.4.1.42. Google Scholar

[21]

H. Zhang, A non-equilibrium traffic model devoid of gas-like behavior, Transportation Research Part B: Methodological, 36 (2002), 275-290. doi: 10.1016/S0191-2615(00)00050-3. Google Scholar

show all references

References:
[1]

A. Aw and M. Rascle, Resurrection of "second order" models of traffic flow, SIAM J. Appl. Math., 60 (2000), 916-938. doi: 10.1137/S0036139997332099. Google Scholar

[2]

S. Blandin, D. Work, P. Goatin, B. Piccoli and A. Bayen, A general phase transition model for vehicular traffic, SIAM J. Appl. Math., 71 (2011), 107-127. doi: 10.1137/090754467. Google Scholar

[3]

G. M. Coclite, M. Garavello and B. Piccoli, Traffic flow on a road network, SIAM J. Math. Anal., 36 (2005), 1862-1886. doi: 10.1137/S0036141004402683. Google Scholar

[4]

R. M. Colombo, Hyperbolic phase transitions in traffic flow, SIAM J. Appl. Math., 63 (2002), 708-721. doi: 10.1137/S0036139901393184. Google Scholar

[5]

R. M. Colombo, Phase transitions in hyperbolic conservation laws, In Progress in analysis, Vol. I, II (Berlin, 2001), pages 1279-1287. World Sci. Publ., River Edge, NJ, 2003. Google Scholar

[6]

R. M. Colombo, P. Goatin and B. Piccoli, Road networks with phase transitions, J. Hyperbolic Differ. Equ., 7 (2010), 85-106. doi: 10.1142/S0219891610002025. Google Scholar

[7]

R. M. Colombo and F. Marcellini, A mixed ODE-PDE model for vehicular traffic, Math. Methods Appl. Sci., 38 (2015), 1292-1302. doi: 10.1002/mma.3146. Google Scholar

[8]

R. M. Colombo, F. Marcellini and M. Rascle, A 2-phase traffic model based on a speed bound, SIAM J. Appl. Math., 70 (2010), 2652-2666. doi: 10.1137/090752468. Google Scholar

[9]

M. Garavello, K. Han and B. Piccoli, Models for Vehicular Traffic on Networks Volume 9 of AIMS Series on Applied Mathematics, American Institute of Mathematical Sciences (AIMS), Springfield, MO, 2016. Google Scholar

[10]

M. Garavello and B. Piccoli, Traffic flow on a road network using the Aw-Rascle model, Comm. Partial Differential Equations, 31 (2006), 243-275. doi: 10.1080/03605300500358053. Google Scholar

[11]

M. Garavello and B. Piccoli, Traffic Flow on Networks volume 1 of AIMS Series on Applied Mathematics, American Institute of Mathematical Sciences (AIMS), Springfield, MO, 2006. Google Scholar

[12]

P. Goatin, The Aw-Rascle vehicular traffic flow model with phase transitions, Math. Comput. Modelling, 44 (2006), 287-303. doi: 10.1016/j.mcm.2006.01.016. Google Scholar

[13]

M. Herty, S. Moutari and M. Rascle, Optimization criteria for modelling intersections of vehicular traffic flow, Netw. Heterog. Media, 1 (2006), 275-294. doi: 10.3934/nhm.2006.1.275. Google Scholar

[14]

M. Herty and M. Rascle, Coupling conditions for a class of second-order models for traffic flow, SIAM Journal on Mathematical Analysis, 38 (2006), 595-616. doi: 10.1137/05062617X. Google Scholar

[15]

H. Holden and N. H. Risebro, A mathematical model of traffic flow on a network of unidirectional roads, SIAM J. Math. Anal., 26 (1995), 999-1017. doi: 10.1137/S0036141093243289. Google Scholar

[16]

J. P. Lebacque, X. Louis, S. Mammar, B. Schnetzlera and H. Haj-Salem, Modélisation du trafic autoroutier au second ordre, Comptes Rendus Mathematique, 346 (2008), 1203-1206. doi: 10.1016/j.crma.2008.09.024. Google Scholar

[17]

M. J. Lighthill and G. B. Whitham, On kinematic waves. Ⅱ. A theory of traffic flow on long crowded roads, Proc. Roy. Soc. London. Ser. A., 229 (1955), 317-345. doi: 10.1098/rspa.1955.0089. Google Scholar

[18]

F. Marcellini, Free-congested and micro-macro descriptions of traffic flow, Discrete Contin. Dyn. Syst. Ser. S, 7 (2014), 543-556. doi: 10.3934/dcdss.2014.7.543. Google Scholar

[19]

S. Moutari and M. Rascle, A hybrid Lagrangian model based on the Aw-Rascle traffic flow model, SIAM J. Appl. Math., 68 (2007), 413-436. doi: 10.1137/060678415. Google Scholar

[20]

P. I. Richards, Shock waves on the highway, Operations Res., 4 (1956), 42-51. doi: 10.1287/opre.4.1.42. Google Scholar

[21]

H. Zhang, A non-equilibrium traffic model devoid of gas-like behavior, Transportation Research Part B: Methodological, 36 (2002), 275-290. doi: 10.1016/S0191-2615(00)00050-3. Google Scholar

Figure 1.  The free phase $F$ and the congested phase $C$ resulting from (1) in the coordinates, from left to right, $(\rho,\eta)$ and $(\rho, \rho v)$. In the $(\rho,\eta)$ plane, the curves $\eta= \check w \rho $, $\eta= \hat w \rho $ and the curve $\eta= \frac{V_{\max}}{\psi(\rho)}\rho $ that divides the two phases are represented. The densities $\sigma_-$ and $\sigma_+$ are given by the intersections between the previous curves. Similarly in the $(\rho, \rho v)$ plane, the curves $\rho v= \check w \psi(\rho)\rho $, $\rho v= \hat w \psi(\rho)\rho $ and the densities $\sigma_-$ and $\sigma_+$ are represented
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Figure 2.  The case $(\bar \rho,\bar \eta)\in C$. The set $\mathcal T_{inc}\left(\bar \rho, \bar \eta\right)$ it is represented in red in the coordinates, from left to right, $(\rho,\eta)$ and $(\rho, \rho v)$. The set $\mathcal T_{inc}^f \left(\bar \rho, \bar \eta\right)$ is represented on the $\rho v$ axis in the $(\rho, \rho v)$ plane
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Figure 3.  The case $(\bar \rho,\bar \eta)\in F$. The set $\mathcal T_{inc}\left(\bar \rho, \bar \eta\right)$ it is represented in red in the coordinates, from left to right, $(\rho,\eta)$ and $(\rho, \rho v)$. The set $\mathcal T_{inc}^f \left(\bar \rho, \bar \eta\right)$ is represented on the $\rho v$ axis in the $(\rho, \rho v)$ plane
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Figure 4.  The case $(\bar \rho,\bar \eta)\in F$. The set $\mathcal T_{out}\left(w, \bar \rho, \bar \eta \right)$ it is represented in red in the coordinates, from left to right, $(\rho,\eta)$ and $(\rho, \rho v)$. The set $\mathcal T_{out}^f \left(w,\bar \rho, \bar \eta\right)$ is represented on the $\rho v$ axis in the $(\rho, \rho v)$ plane
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Figure 5.  The case $(\bar \rho,\bar \eta)\in C$. The set $\mathcal T_{out}\left(w, \bar \rho, \bar \eta \right)$ it is represented in red in the coordinates, from left to right, $(\rho,\eta)$ and $(\rho, \rho v)$. The set $\mathcal T_{out}^f \left(w,\bar \rho, \bar \eta\right)$ is represented on the $\rho v$ axis in the $(\rho, \rho v)$ plane
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Figure 6.  The case $(\bar \rho,\bar \eta)\in F$ in an outgoing road for the approach in Subsection 4.1. The set of all the possible traces it is represented in red in the coordinates, from left to right, $(\rho,\eta)$ and $(\rho, \rho v)$. The corresponding set of flows is represented on the $\rho v$ axis in the $(\rho, \rho v)$ plane
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Figure 7.  The case $(\bar \rho,\bar \eta)\in C$ in an outgoing road for the approach in Subsection 4.1. The set of all the possible traces it is represented in red in the coordinates, from left to right, $(\rho,\eta)$ and $(\rho, \rho v)$. The corresponding set of flows is represented on the $\rho v$ axis in the $(\rho, \rho v)$ plane
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Figure 8.  The situation in the outgoing road related to the approach of Subsection 4.1. Left, in the $\left(\rho, \eta\right)$-plane, the states $\left(\rho_3^\ast, \eta_3^\ast\right)$ and $\left(\bar \rho_3, \bar \eta_3\right)$, connected through the middle state $\left(\rho^m, \eta^m\right)$. Right, in the $(t,x)$-plane, the waves generated by the Riemann problem. Note that the first wave has negative speed, so that it is not contained in the feasible region of the outgoing road
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Figure 9.  The case $\gamma_{1}^{*}+\gamma_{2}^{*}=\Gamma_{3}^{w_{3}}$. At left the case $\gamma_1^* < \Gamma_1$ and $\gamma_2^* < \Gamma_2$. At right the case $\gamma_1^* = \Gamma_1$
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Figure 10.  The case $\gamma_{1}^{*}+\gamma_{2}^{*}<\Gamma_{3}^{w_{3}}$
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