Multi-class dynamic network traffic flow propagation model with physical queues

doi:10.15302/J-FEM-2017041

Front. Eng

2017, Vol. 4

Issue (4) : 399-407 https://doi.org/10.15302/J-FEM-2017041

RESEARCH ARTICLE

Multi-class dynamic network traffic flow propagation model with physical queues

Yanfeng LI(

), Jun LI

School of Economics and Management, Southwest Jiaotong University, Chengdu 610031, China

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Abstract

This paper proposes an improved multi-class dynamic network traffic flow propagation model with a consideration of physical queues. Each link is divided into two areas: Free flow area and queue area. The vehicles of the same class are assumed to satisfy the first-in-first-out (FIFO) principle on the whole link, and the vehicles of the different classes also follow FIFO in the queue area but not in the free flow area. To characterize this phenomenon by numerical methods, the improved model is directly formulated in discrete time space. Numerical examples are developed to illustrate the unrealistic flows of the existing model and the performance of the improved model. This analysis can more realistically capture the traffic flow propagation, such as interactions between multi-class traffic flows, and the dynamic traffic interactions across multiple links.

Keywords first-in-first-out (FIFO) multi-class traffic physical queues traffic flow modeling

Corresponding Author(s): Yanfeng LI

Just Accepted Date: 25 September 2017 Online First Date: 06 November 2017 Issue Date: 14 December 2017

Cite this article:

Yanfeng LI,Jun LI. Multi-class dynamic network traffic flow propagation model with physical queues[J]. Front. Eng, 2017, 4(4): 399-407.

URL:

https://academic.hep.com.cn/fem/EN/10.15302/J-FEM-2017041
https://academic.hep.com.cn/fem/EN/Y2017/V4/I4/399

Fig.1 The illustration for Link a

Fig.2 An intersection sketch

Fig.3 Link cumulative inflow and outflow

Fig.4 Different results with two models

Fig.5 Link travel times for cars and trucks

Fig.6 Queue length and the difference between two travel times

Fig.7 Diverge network

Fig.8 Queue in Link 2 with different mixed traffic flow ratios

Fig.9 Queue in Link 1 with different mixed traffic flow ratios

Fig.10 Queue length in Link 2 with different free traffic speeds for trucks

Fig.11 Queue length in Link 1 with different free traffic speeds for trucks

$U a m (k)$	The cumulative inflow of Link a for vehicle type m by the end of time interval k
$U a m p (k)$	The cumulative inflow of Link a belonging to Path p for vehicle type m by the end of time interval k
$Q a m (k)$	The cumulative queue inflow of Link a for vehicle type m by the end of time interval k
$Q a m p (k)$	The cumulative queue inflow of Link a belonging to Path p for vehicle type m by the end of time interval k
$Q a m b (k)$	The cumulative queue inflow of Link a toward link b for vehicle type m by the end of time interval k
$V a m (k)$	The cumulative outflow of Link a for vehicle type m by the end of time interval k
$V a m p (k)$	The cumulative outflow of Link a belonging to path p for vehicle type m by the end of time interval k
$V a m b (k)$	The cumulative outflow from Link a to Link b for vehicle type m by the end of time interval k
$J a$	The queue density of Link a/(pcu·km^–1)
$X a m (k)$	The number of vehicles in Link a for vehicle type m at the end of time interval k/pcu
$X a m q (k)$	The number of vehicles in the queuing part of Link a for vehicle type m at the end of time interval k/pcu
$v a m f$	The free flow speed of Link a for vehicles of type m
$τ a m (k)$	The actual link travel time for vehicles of type m entering Link a at the end of time interval k
$δ a p$	$δ a p$ =1 if Link a is on route p, and $δ a p$ =0 otherwise
$δ a b p$	$δ a b p$ =1 if Links a and b are on route p, and a is the previous link of b, and $δ a b p$ =0 otherwise

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