臺灣博碩士論文加值系統

在這篇論文中，我們所呈現的是一套微觀交通的三維動畫模擬系統。有別於
模擬汽車與機車分流的交通方式，該系統能真實地模擬出，複雜且可互動的情境
中，同時具有汽車與機車之混合式交通。主要模擬的情境包含：具有交通號誌之
十字路口、無交通號誌之圓環道路、以及經由使用者互動動態產生的意外路段。
基於這些目的，我們改良「非以車道為基礎之跟車模型」，並提出「非以車道
為基礎之側向移動模型」，取代了常見「以車道為基礎」的方法。我們所提出的這
些模型整合了模擬汽車與模擬機車兩類不同的方法，因此能夠模擬出汽車與機車
在同一道路行駛時，其移動方式與決策行為。同時，這些模型也解決了應用「以
車道為基礎」的模型模擬混合式交通時，所遭遇的一些問題。由於這些突破性的
改善，我們的系統能在展示具有小客車、公車、卡車、機車等不同類型車輛的混
合式交通時，達到較接近真實的視覺效果。

We present an microscopic traffic animation system for simulate mixed traffic with
four-wheeled cars and motorcycles in complex and interactive scenarios, including signalized
road intersections, non-signalized roundabouts, and dynamical accident scenarios
generated by user interaction. For this purpose, we introduce extended non-lane-based
car-following model and non-lane-based lateral movement model instead of the conventional
lane-based methods. Our non-lane-based models are able to simulate the movement
and the decision-making of both cars and motorcycles, while solving some problems of
mixed traffic simulation by lane-based methods. Therefore, we can demonstrate realistic
mixed traffic with passenger cars, buses, trucks, and motorcycles.

摘要i
Abstract ii
Acknowledgements iii
Table of Contents iv
List of Figures vi
List of Tables ix
1 Introduction 1
1.1 Motivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Contribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.4 Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2 Related Work 6
2.1 Macroscopic traffic simulation . . . . . . . . . . . . . . . . . . . . . . . 6
2.2 Microscopic traffic simulation . . . . . . . . . . . . . . . . . . . . . . . 7
2.3 Mixed traffic simulation . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.4 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3 Acceleration Model 11
3.1 Car-following model . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2 Effect of lateral separation . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.3 Deceleration for involved vehicles . . . . . . . . . . . . . . . . . . . . . 14
3.4 Lateral acceleration model . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.5 Motion updating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4 Lateral Movement Model 18
4.1 Evaluation for necessity . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2 Collection of observed regions . . . . . . . . . . . . . . . . . . . . . . . 22
4.3 Evaluation for feasibility . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.4 Determination of desired lateral position . . . . . . . . . . . . . . . . . . 27
5 Subsystem 29
5.1 Road network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5.2 Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
5.3 Transit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6 Results and Experiments 34
6.1 Scenario 1: highway . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.2 Scenario 2: urban street . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.3 Scenario 3: roundabout . . . . . . . . . . . . . . . . . . . . . . . 39
6.4 Experiment 1: comparison of acceeleration models . . . . . . . . . . . . 42
6.5 Experiment 2: factors of utility function . . . . . . . . . . . . . . . . . . 45
7 Conclusion 50
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