arXiv subjects

Reinhard Mahnke

Publications and source records attributed to Reinhard Mahnke.

15 recordsLinked to original sources

arXiv2009

Living Tissue Self-Regulation as a Self-Organization Phenomenon

Self-regulation of living tissue as an example of self-organization phenomena in hierarchical systems of biological, ecological, and social nature is under consideration. The characteristic feature of these systems is the absence of any governing center and, thereby, their self-regulation is based on a cooperative interaction of all the elements. The work develops a mathematical theory of a vascular network response to local effects on scales of individual units of peripheral circulation.

physics.med-ph↗

arXiv2008

Distributed self-regulation of living tissue. Effects of nonideality

Self-regulation of living tissue as an example of self-organization phenomena in active fractal systems of biological, ecological, and social nature is under consideration. The characteristic feature of these systems is the absence of any governing center and, thereby, their self-regulation is based on a cooperative interaction of all the elements. The paper develops a mathematical theory of a vascular network response to local effects on scales of individual units of peripheral circulation. First, it formulates a model for the self-processing of information about the cellular tissue state and cooperative interaction of blood vessels governing redistribution of blood flow over the vascular network. Mass conservation (conservation of blood flow as well as transported biochemical compounds) plays the key role in implementing these processes. The vascular network is considered to be of the tree form and the blood vessels are assumed to respond individually to an activator in blood flowing though them. Second, the constructed governing equations are analyzed numerically. It is shown that at the first approximation the blood perfusion rate depends locally on the activator concentration in the cellular tissue, which is due to the hierarchical structure of the vascular network. Then the distinction between the reaction threshold of individual vessels and that of the vascular network as a whole is demonstrated. In addition, the nonlocal component of the dependence of the blood perfusion rate on the activator concentration is found to change its form as the activator concentration increases.

q-bio.TO↗

arXiv2006

Boundary singularities and boundary conditions for the Fokker-Planck equations

The boundary conditions for the Fokker-Planck equations, forward and backward ones are directly derived from the Chapman-Kolmogorov equation for M-dimensional region with boundaries. The boundaries are assumed, in addition, to be able to absorb wandering particles or to give rise to fast surface transport. It is demonstrated that the boundaries break down the symmetry of random walks in their vicinity, leading to the boundary singularities in the corresponding kinetic coefficients. Eliminating these singularities we get the desired boundary conditions. As it must be the boundary condition for the forward Fokker-Planck equation matches the mass conservation.

math-ph↗

arXiv2006

Outflow probability for drift--diffusion dynamics

The presented explanations are provided for the one--dimensional diffusion process with constant drift by using forward Fokker--Planck technique. We are interested in the outflow probability in a finite interval, i.e. first passage time probability density distribution taking into account reflecting boundary on left hand side and absorbing border on right hand side. This quantity is calculated from balance equation which follows from conservation of probability. At first, the initial--boundary--value problem is solved analytically in terms of eigenfunction expansion which relates to Sturm--Liouville analysis. The results are obtained for all possible values of drift (positive, zero, negative). As application we get the cumulative breakdown probability which is used in theory of traffic flow.

cond-mat.stat-mech↗

arXiv2006

Relationship between a Non-Markovian Process and Fokker-Planck Equation

We demonstrate the equivalence of a Non--Markovian evolution equation with a linear memory--coupling and a Fokker--Planck equation (FPE). In case the feedback term offers a direct and permanent coupling of the current probability density to an initial distribution, the corresponding FPE offers a non-trivial drift term depending itself on the diffusion parameter. As the consequence the deterministic part of the underlying Langevin equation is likewise determined by the noise strength of the stochastic part. This memory induced stochastic behavior is discussed for different initial distributions. The analytical calculations are supported by numerical results.

cond-mat.stat-mech↗

arXiv2005

States of Traffic Flow in Deep Lefortovo Tunnel (Moscow): Empirical Data

The paper presents a preliminary analysis of traffic flow data collected in the Lefortovo tunnel located on the 3-rd circular highway of Moscow. It is shown that the observed tunnel congested traffic in fact exhibits cooperative phenomena in vehicle motion, namely, there is a region of widely scatted states on the fundamental diagrams which is related typically to the appearance of synchronized traffic. Besides, the spatial autocorrelations in the occupancy, vehicle velocity, and flow rate measured by different detectors are found to be essential. Especially it concerns the correlations in the velocity and occupancy, their correlation length gets values about 1 km. The phase portrait of the vehicle ensemble dynamics on the occupancy-velocity plane is also studied. It is demonstrated that there are two substantially different region on it. One matches actually the cooperative vehicle motion and contains some kernel where the dynamics is pure chaotic. The other part of the phase plane corresponds to the irreversible stage of jam formation.

physics.soc-ph↗

arXiv2004

Long-lived states of oscillator chain with dynamical traps

A simple model of oscillator chain with dynamical traps and additive white noise is considered. Its dynamics was studied numerically. As demonstrated, when the trap effect is pronounced nonequilibrium phase transitions of a new type arise. Locally they manifest themselves via distortion of the particle arrangement symmetry. Depending on the system parameters the particle arrangement is characterized by the corresponding distributions taking either a bimodal form, or twoscale one, or unimodal onescale form which, however, deviates substantially from the Gaussian distribution. The individual particle velocities exhibit also a number of anomalies, in particular, their distribution can be extremely wide or take a quasi-cusp form. A large number of different cooperative structures and superstructures made of these formations are found in the visualized time patterns. Their evolution is, in some sense, independent of the individual particle dynamics, enabling us to regard them as dynamical phases.

cond-mat.stat-mech↗

arXiv2004

Probabilistic Description of Traffic Breakdowns Caused by On-ramp Flow

The characteristic features of traffic breakdown near on-ramp are analyzed. To describe this phenomenon the probabilistic description regarding the jam emergence as the formation of a large car cluster on highway inside the synchronized traffic is constructed. In these terms the breakdown occurs through the formation of a certain critical nucleus in the metastable vehicle flow, which is located near the on-ramp. The strong cooperative car interaction in the synchronized traffic enables us to treat the size of critical jam nuclei as a large value and to apply to an effective one-lane model. This model assumes the following. First, the growth of a car cluster is governed by the attachment of cars to the cluster whose rate is mainly specified by the total traffic flow. Second, the cluster dissolution is determined by the car escape from the cluster whose rate depends on the cluster size directly. Third, the generation of one-car clusters (preclusters) is caused by cars entering the main road from the on-ramp. The appropriate master equation for the car cluster evolution is written and the generation rate of critical jam nuclei is found. The obtained results are in agreement with the empirical facts that the characteristic time scale of the breakdown phenomenon is about or greater than one minute and the traffic flow rate interval inside which traffic breakdowns are observed is sufficiently wide. Besides, as a new results, it is shown that the traffic breakdown probability can be analyzed, at least approximately, based solely on the data of the total vehicle flow without separating it into the vehicle streams on the main road and on-ramp when the relative on-ramp flow volume exceeds 10%--20%.

cond-mat.soft↗

arXiv2003

Towards the fundamentals of car following theory

The problem of a car following a lead car driven with constant velocity is considered. To derive the governing equations for the following car dynamics a cost functional that ranks the outcomes of different driving strategies is constructed, which applies to fairly general properties of the driver behavior. Assuming the driver behavior to be rational, the existence of the Nash equilibrium is proved. Rational driving is defined by supposing that a driver corrects continuously the car motion to follow the optimal path minimizing the cost functional. The corresponding car-following dynamics is described quite generally by a boundary value problem based on the obtained extremal equations. Linearization of these equations around the stationary state results in a generalization of the widely used optimal velocity model. Moreover, it is shown that there are conditions (the ``dense traffic'' limit) under which the rational car dynamics comprises two stages, fast and slow. During the fast stage a driver eliminates the velocity difference between the cars, the subsequent slow stage optimizes the headway. In the ``dense traffic'' limit an effective Hamiltonian description is constructed. This allows a more detailed nonlinear analysis. Finally, the differences between rational and bounded rational driver behavior are discussed. The latter, in particular, justifies some basic assumptions used recently by the authors to construct a car-following model lying beyond the frameworks of rationality.

cond-mat.soft↗

arXiv2002

A Bounded Rational Driver Model

This paper introduces a car following model where the driving scheme takes into account the deficiencies of human decision making in a general way. Aditionally, it improves certain shortcomings of most of the models currently in use: it is stochastic but has a continuous acceleration. This is achieved at the cost of formulating the model in terms of the time derivative of the acceleration, making it non-Newtonian.

cond-mat.soft↗

arXiv2002

Long-lived states in synchronized traffic flow. Empirical prompt and dynamical trap model

The present paper proposes a novel interpretation of the widely scattered states (called synchronized traffic) stimulated by Kerner's hypotheses about the existence of a multitude of metastable states in the fundamental diagram. Using single vehicle data collected at the German highway A1, temporal velocity patterns have been analyzed to show a collection of certain fragments with approximately constant velocities and sharp jumps between them. The particular velocity values in these fragments vary in a wide range. In contrast, the flow rate is more or less constant because its fluctuations are mainly due to the discreteness of traffic flow. Subsequently, we develop a model for synchronized traffic that can explain these characteristics. Following previous work (I.A.Lubashevsky, R.Mahnke, Phys. Rev. E v. 62, p. 6082, 2000) the vehicle flow is specified by car density, mean velocity, and additional order parameters $h$ and $a$ that are due to the many-particle effects of the vehicle interaction. The parameter $h$ describes the multilane correlations in the vehicle motion. Together with the car density it determines directly the mean velocity. The parameter $a$, in contrast, controls the evolution of $h$ only. The model assumes that $a$ fluctuates randomly around the value corresponding to the car configuration optimal for lane changing. When it deviates from this value the lane change is depressed for all cars forming a local cluster. Since exactly the overtaking manoeuvres of these cars cause the order parameter $a$ to vary, the evolution of the car arrangement becomes frozen for a certain time. In other words, the evolution equations form certain dynamical traps responsible for the long-time correlations in the synchronized mode.

cond-mat.soft↗

arXiv2001

Probabilistic Description of Traffic Breakdowns

We analyze the characteristic features of traffic breakdown. To describe this phenomenon we apply to the probabilistic model regarding the jam emergence as the formation of a large car cluster on highway. In these terms the breakdown occurs through the formation of a certain critical nucleus in the metastable vehicle flow, which enables us to confine ourselves to one cluster model. We assume that, first, the growth of the car cluster is governed by attachment of cars to the cluster whose rate is mainly determined by the mean headway distance between the car in the vehicle flow and, may be, also by the headway distance in the cluster. Second, the cluster dissolution is determined by the car escape from the cluster whose rate depends on the cluster size directly. The latter is justified using the available experimental data for the correlation properties of the synchronized mode. We write the appropriate master equation converted then into the Fokker-Plank equation for the cluster distribution function and analyze the formation of the critical car cluster due to the climb over a certain potential barrier. The further cluster growth irreversibly gives rise to the jam formation. Numerical estimates of the obtained characteristics and the experimental data of the traffic breakdown are compared. In particular, we draw a conclusion that the characteristic intrinsic time scale of the breakdown phenomenon should be about one minute and explain the case why the traffic volume interval inside which traffic breakdown is observed is sufficiently wide.

cond-mat.soft↗

arXiv2001

Towards a variational principle for motivated vehicle motion

We deal with the problem of deriving the microscopic equations governing the individual car motion based on the assumptions about the strategy of driver behavior. We suppose the driver behavior to be a result of a certain compromise between the will to move at a speed that is comfortable for him under the surrounding external conditions, comprising the physical state of the road, the weather conditions, etc., and the necessity to keep a safe headway distance between the cars in front of him. Such a strategy implies that a driver can compare the possible ways of his further motion and so choose the best one. To describe the driver preferences we introduce the priority functional whose extremals specify the driver choice. For simplicity we consider a single-lane road. In this case solving the corresponding equations for the extremals we find the relationship between the current acceleration, velocity and position of the car. As a special case we get a certain generalization of the optimal velocity model similar to the "intelligent driver model" proposed by Treiber and Helbing.

cond-mat.soft↗

arXiv2000

Order parameter model for unstable multilane traffic flow

We discuss a phenomenological approach to the description of unstable vehicle motion on multilane highways that explains in a simple way the observed sequence of the phase transitions "free flow -> synchronized motion -> jam" as well as the hysteresis in the transition "free flow <-> synchronized motion". We introduce a new variable called order parameter that accounts for possible correlations in the vehicle motion at different lanes. So, it is principally due to the "many-body" effects in the car interaction, which enables us to regard it as an additional independent state variable of traffic flow. Basing on the latest experimental data (cond-mat/9905216) we assume that these correlations are due to a small group of "fast" drivers. Taking into account the general properties of the driver behavior we write the governing equation for the order parameter. In this context we analyze the instability of homogeneous traffic flow manifesting itself in both of the mentioned above phase transitions where, in addition, the transition "synchronized motion -> jam" also exhibits a similar hysteresis. Besides, the jam is characterized by the vehicle flows at different lanes being independent of one another. We specify a certain simplified model in order to study the general features of the car cluster self-formation under the phase transition "free flow <-> synchronized motion". In particular, we show that the main local parameters of the developed cluster are determined by the state characteristics of vehicle motion only.

cond-mat.stat-mech↗

arXiv1999

Order Parameter as an Additional State Variable of Unstable Traffic Flow

We discuss a phenomenological approach to the description of unstable vehicle motion on multilane highways that could explain in a simple way such observed self-organizing phenomena as the sequence of the phase transitions "free flow -> synchronized motion -> jam" and the hysteresis in them. We introduce a new variable called order parameter that accounts for possible correlations in the vehicle motion at different lanes. So, it is principally due to "many-body" effects in the car interaction in contrast to such variables as the mean car density and velocity being actually the zeroth and first moments of the "one-particle" distribution function. Therefore, we regard the order parameter as an additional independent state variable of traffic flow and formulate the corresponding evolution equation governing the lane changing rate. In this context we analyze the instability of homogeneous traffic flow manifesting itself in both of the mentioned above phase transitions where and endowing them with the hysteresis. Besides, the jam state is characterized by the vehicle flows at different lanes being independent of one another.

cond-mat.soft↗