TRAFFIC FLOW ON A 3-LANE HIGHWAY

2004 ◽  
Vol 18 (31n32) ◽  
pp. 4161-4171 ◽  
Author(s):  
WEN-YAO CHEN ◽  
DING-WEI HUANG ◽  
WEI-NENG HUANG ◽  
WEN-LIANG HWANG
Keyword(s):  
Cellular Automaton ◽  
Traffic Flow ◽  
Low Density ◽  
Density Region ◽  
Lane Changing ◽  
Driving Behaviors ◽  
Control Scheme ◽  
High Density Region ◽  
Cellular Automaton Method ◽  
Changing Rate

The traffic flow on a 3-lane highway is investigated using a cellular automaton method. Two different kinds of vehicles, cars and trucks, with different driving behaviors are presented on the highway. It is found that in the high density region, a control scheme requiring passing from the inner lane will enhance the traffic flow; while restricting the trucks to the outer lane will enhance the flow in the low density region and also has the benefit of suppressing the unnecessary lane-changing rate.

ANALYSIS OF THE INFLUENCE OF LANE CHANGING ON TRAFFIC-FLOW DYNAMICS BASED ON THE CELLULAR AUTOMATON MODEL

2011 ◽  
Vol 22 (03) ◽  
pp. 271-281 ◽  
Author(s):  
SHINJI KUKIDA ◽  
JUN TANIMOTO ◽  
AYA HAGISHIMA
Keyword(s):  
Boundary Condition ◽  
Cellular Automaton ◽  
Numerical Simulations ◽  
Traffic Flow ◽  
Flow Dynamics ◽  
Open Boundary ◽  
Open Boundary Condition ◽  
Lane Changing ◽  
Basic Characteristics ◽  
Conventional Models

Many cellular automaton models (CA models) have been applied to analyze traffic flow. When analyzing multilane traffic flow, it is important how we define lane-changing rules. However, conventional models have used simple lane-changing rules that are dependent only on the distance from neighboring vehicles. We propose a new lane-changing rule considering velocity differences with neighboring vehicles; in addition, we embed the rules into a variant of the Nagel–Schreckenberg (NaSch) model, called the S-NFS model, by considering an open boundary condition. Using numerical simulations, we clarify the basic characteristics resulting from different assumptions with respect to lane changing.

Monte Carlo and Perturbation Calculations for a Triangular Well Fluid

1974 ◽  
Vol 52 (1) ◽  
pp. 80-88 ◽  
Author(s):  
Damon N. Card ◽  
John Walkley
Keyword(s):  
Monte Carlo ◽  
Hard Spheres ◽  
Low Density ◽  
Monte Carlo Data ◽  
Density Region ◽  
Wide Range ◽  
Model Fluid ◽  
High Density Region ◽  
Superposition Approximation ◽  
Triangular Well Potential

Monte Carlo data have been generated for a simple model fluid consisting of hard spheres with an attractive triangular well potential. The ranges spanned by the temperature and density are as follows. [Formula: see text] and [Formula: see text]. The machine data have been compared to the modern perturbation theories of (i) Barker, Henderson, and Smith and (ii) Weeks, Chandler, and Andersen. Comparison with the machine data shows that the latter theory is successful in the high density region only, but over a wide range of temperature. The Barker–Henderson approach is best in the low density region but the use of the superposition approximation limits the utility of this theory at high densities.

DANGEROUS SITUATIONS IN TWO-LANE TRAFFIC FLOW MODELS

2005 ◽  
Vol 16 (07) ◽  
pp. 1133-1148 ◽  
Author(s):  
NAJEM MOUSSA
Keyword(s):  
Traffic Flow ◽  
Traffic Model ◽  
Low Density ◽  
Inversion Point ◽  
Lane Changing ◽  
Flow Models ◽  
Car Accidents ◽  
Maximal Speed ◽  
Traffic Flow Models ◽  
The Right

This paper investigates the probability of car accidents (PCA) in two-lane traffic flow models. We introduce new conditions for the occurrence of dangerous situations (DS) caused by an unexpected lane changing vehicles. Two different lane changing rules are considered, say symmetric and asymmetric. For the symmetric rules, we investigate the influence of the Nagel–Schreckenberg parameters such as the maximal speed, the randomization probability, …, on the PCA when vehicle moves forward or changes lanes. It is found that the forward PCA is as likely as that in one-lane traffic model. As regards to lane changing, the properties of the PCA are qualitatively different from those in one-lane traffic. For the asymmetric rules, we investigate the effect of the slack parameter Δ, introduced to adjust the inversion point of lane-usage, on the PCA. Contrarily to one-lane traffic, the forward PCA in the right lane exhibits two maximums for some range of Δ; the first one is located at low density and the second at high density. The lane changing PCA from right to left is found to decrease with increase of Δ. However, no DS exist when vehicles change from left to right.

COMBINED CELLULAR AUTOMATON MODEL FOR MIXED TRAFFIC FLOW WITH NON-MOTORIZED VEHICLES

2010 ◽  
Vol 21 (12) ◽  
pp. 1443-1455 ◽  
Author(s):  
DONG-FAN XIE ◽  
ZI-YOU GAO ◽  
XIAO-MEI ZHAO
Keyword(s):  
Cellular Automaton ◽  
Flux Density ◽  
Traffic Flow ◽  
Critical Density ◽  
Cellular Automaton Model ◽  
Mixed Traffic ◽  
Density Region ◽  
Mixed Traffic Flow ◽  
Maximum Flux ◽  
Large Density

To depict the mixed traffic flow consisting of motorized (m-) and non-motorized (nm-) vehicles, a new cellular automaton model is proposed by combining the NaSch model and the BCA model, and some rules are also introduced to depict the interaction between m-vehicles and nm-vehicles. By numerical simulations, the flux-density relations are investigated in detail. It can be found that the flux-density curves of m-vehicle flow can be classified into two types, corresponding to small and large density regions of nm-vehicles, respectively. In small density region of nm-vehicles, the maximum flux as well as the critical density decreases with the increase of nm-vehicle density. Similar characteristics can also be found in large density region of nm-vehicles. However, compared with the former case, the maximum flux is much lower, the phase transition from free flow to congested flow becomes continuous and thus the corresponding critical points are non-existent. The flux-density curves of nm-vehicle flow can also be classified into two types. And interestingly, the maximum flux and the corresponding density decrease first and keep constant later as the density of m-vehicle increases. Finally, the total transport capacity of the system is investigated. The results show that the maximum capacity can be reached at appropriate proportions for m-vehicles and nm-vehicles, which induces a controlling method to promote the capacity of mixed traffic flow.

A new two-lane lattice hydrodynamic model on a curved road accounting for the empirical lane-changing rate

2020 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Qingying Wang ◽  
Rongjun Cheng ◽  
Hongxia Ge
Keyword(s):  
Traffic Flow ◽  
Stability Condition ◽  
Hydrodynamic Model ◽  
Neutral Stability ◽  
Lattice Hydrodynamic Model ◽  
Lane Changing ◽  
Content Type ◽  
Curved Road ◽  
The Stability ◽  
Changing Rate

Purpose The purpose of this paper is to explore how curved road and lane-changing rates affect the stability of traffic flow. Design/methodology/approach An extended two-lane lattice hydrodynamic model on a curved road accounting for the empirical lane-changing rate is presented. The linear analysis of the new model is discussed, the stability condition and the neutral stability condition are obtained. Also, the mKdV equation and its solution are proposed through nonlinear analysis, which discusses the stability of the extended model in the unstable region. Furthermore, the results of theoretical analysis are verified by numerical simulation. Findings The empirical lane-changing rate on a curved road is an important factor, which can alleviate traffic congestion. Research limitations/implications This paper does not take into account the factors such as slope, the drivers’ characters and so on in the actual traffic, which will have more or less influence on the stability of traffic flow, so there is still a certain gap with the real traffic environment. Originality/value The curved road and empirical lane-changing rate are researched simultaneously in a two-lane lattice hydrodynamic models in this paper. The improved model can better reflect the actual traffic, which can also provide a theoretical reference for the actual traffic governance.

Density dependence of the Hanle effect of the 4s4p1P1 level of neutral calcium

1980 ◽  
Vol 58 (7) ◽  
pp. 1004-1009 ◽  
Author(s):  
F. M. Kelly ◽  
M. S. Mathur
Keyword(s):  
Density Dependence ◽  
High Density ◽  
Low Density ◽  
Density Region ◽  
Hanle Effect ◽  
Wide Range ◽  
High Density Region

The Hanle effect in the 4s21S0–4s4p1P1 (4226.7 Å) transition in Ca I has been observed over a wide range of densities. The low density observations determine the lifetime of the 1P1 level to be 4.49 ns. Collision parameters are obtained from observations in the high density region.

Cellular automaton models for traffic flow considering opposite driving of an emergency vehicle

2015 ◽  
Vol 26 (07) ◽  
pp. 1550079
Author(s):  
Han-Tao Zhao ◽  
Jing-Ru Li ◽  
Cen Nie
Keyword(s):  
Cellular Automaton ◽  
Traffic Flow ◽  
High Density ◽  
Random Fluctuation ◽  
Traffic Density ◽  
Lane Change ◽  
Emergency Vehicle ◽  
Driving Behaviors ◽  
Traffic Characteristics ◽  
Change Behavior

Aiming at two-lane road, this paper establishes three models to analyze the opposite-overtaking rules of emergency vehicle based on cellular automaton (CCA) model. Based on the simulation of mixed traffic flow for multi-density conditions, the density-speed diagrams have been obtained consequently. According to the analysis, when the traffic density of the opposite lane is low, the opposite driving behavior of emergency vehicle can improve the average speed effectively. At the same time, if the cocurrent lane is in high-density traffic, the traffic in the opposite lane will be disturbed, but the vehicles in the cocurrent lane will not be affected. The paper has further discussed the influence of different emergency vehicle driving behaviors on traffic. The results reveal that as the traffic of the opposite lane is in a low-density range, if emergency vehicle operates overtaking behavior precisely, the greater the density of the cocurrent lane is, the more obviously the speed improve. Meanwhile large random fluctuation of overtaking times will occur. While the risky lane change behavior displays different traffic characteristics, that is when the same direction lane is in high density, the speed increases slightly and the lane change number is changed regularly.

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