Non-local multi-class traffic flow models

Figure 1.  Numerical simulation illustrating that the simplex $\mathcal{S}$ is not an invariant domain for (1). We take $M = 2$ and we consider the initial conditions $\rho_1(0, x) = 0.9 \chi_{[-0.5, -0.3]}$ and $\rho_2(0, x) = 0.1 \chi_{]-\infty, 0]}+\chi_{]0, +\infty[}$ depicted in (a), the constant kernels $\omega_1(x) = \omega_2(x) = 1/\eta$, $\eta = 0.5$, and the speed functions given by $v^{max}_1 = 0.2$, $v^{max}_2 = 1$, $\psi(\xi) = \max\{1-\xi, 0\}$ for $\xi\geq 0$. The space and time discretization steps are $\Delta x = 0.001$ and $\Delta t = 0.4 \Delta x$. Plots (b) and (c) show the density profiles of $\rho_1$, $\rho_2$ and their sum $r$ at times $t = 1.8, ~2.8$. The function $\max_{x\in\mathbb{R}} r(t, x)$ is plotted in (d), showing that $r$ can take values greater than 1, even if $r(0, x) = \rho_1(0, x)+\rho_2(0, x)\leq1$

Figure 2.  Density profiles of cars and trucks at increasing times corresponding to the non-local model (28)

Figure 3.  Density profiles corresponding to the non-local problem (29) with $\beta = 0.9$ at different times

Figure 4.  Functional $J$ (left) and $\Psi$ (right)

Figure 5.  $(t, x)$-plots of the total traffic density $r(t, x) = \rho_1(t, x)+\rho_2(t, x)$ in (29) corresponding to different values of $\beta$: (a) no autonomous vehicles are present; (b) point of minimum for $\Psi$; (c) point of minimum for $J$; (d) point of maximum for $J$