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Abstract: Concerning the public transport system, a new cellular automaton model of traffic is proposed using the cruise control
approach. In the model, the buses would cooperate with other ones while driving and adjust their speeds based on the difference
value between the current headway and the desired one. Numerical simulation results show that the proposed model can reproduce
clustering of the buses along the route. By incorporating a cruise control strategy, the model helps in reducing the undesirable
tendency of clustering by dispersing the buses uniformly along the route, and increasing the average speed and decreasing the
average number of waiting passengers in public transport system. The system performance is then improved with the cruise control
strategy, which has certain applicability and practical significance.
Key Words: urban traffic; cellular automaton model; public transport system; cruise control; hopping probability
Introduction
Received date: Jun 16, 2009; Revised date: Aug 3, 2009; Accepted date: Aug 20, 2009
*Corresponding author. E-mail: haijunhuang@buaa.edu.cn
Copyright 2010, China Association for Science and Technology. Electronic version published by Elsevier Limited. All rights reserved.
DOI: 10.1016/S1570-6672(09)60021-0
DING Jianxun et al. / J Transpn Sys Eng & IT, 2010, 10(1), 3844
Q + Q
min
( Ni , N max ) + 1
Q
H =
min ( Ni , N max ) + 1
Q Q
min ( Ni , N max ) + 1
H=
Q
min ( N i , N max ) + 1
(1)
if d n > d
if d n = d
(2)
if d n < d
DING Jianxun et al. / J Transpn Sys Eng & IT, 2010, 10(1), 3844
60
0 .9
f = 0 .3
f = 0 .6
f = 0 .9
0 .8
f = 0 .3
f = 0 .6
f = 0 .9
50
0 .7
40
0 .5
< N>
<v>
0 .6
0 .4
30
20
0 .3
0 .2
0 .2
(b )
10
(a )
0 .1
0 .4
0 .6
0 .8
1
1.0
0 .2
0 .4
(a)
0 .6
0 .8
1
1.0
(b)
Fig. 1 Average speed and average number of waiting passengers in the model are plotted against
the density for parameters Q=0.9, Q=0, S=5 and f=0.3, 0.6, 0.9
35
0 .9
f = 0 .3
f = 0 .6
f = 0 .9
0 .8
f = 0 .3
f = 0 .6
f = 0 .9
30
0 .7
25
20
0 .5
<N>
<v>
0 .6
0 .4
15
0 .3
10
0 .2
(a )
0 .1
0
0 .2
(b )
0 .4
0 .6
0 .8
1
1.0
(a)
0 .2
0 .4
0 .6
0 .8
1
1.0
(b)
Fig. 2 Average speed and average number of waiting passengers in the model are plotted against
the density for parameters Q=0.9, Q=0, S=50 and f=0.3, 0.6, 0.9
waiting passengers <N>, this is due to the fact that more buses
put into the system have beneficial effects on the waiting
passengers at the bus stops. And extending this density region
to the approximate range of 0.3<<0.8, <N> will maintain a
lower level. At higher density region (>0.8), <N> will rise
with the increase of bus density. Under a given density, <N>
grows with the increasing arrival probability f, which would
make sense in reality.
(iii) For different values of bus stop numbers, the
qualitative relationship from <v> and <N> do not change
significantly. Moreover, at low-density region, a lower value
of f implies fewer passengers arrival at the station, which
leads to a higher level of velocity. Otherwise, more passengers
reach the station and more bus stops are distributed on the
route, which will have greater effects on the velocity, as
shown in Fig. 2.
Figures 3 and 4 correspond to the public transit system
imposed no traffic control strategy (Q=0) and with traffic
DING Jianxun et al. / J Transpn Sys Eng & IT, 2010, 10(1), 3844
1
1.0
35
Q = 0 .9 , Q = 0 .0
Q = 0 .9 , Q = 0 .1
Q = 0 .8 , Q = 0 .1
0 .9
Q = 0 .9 , Q = 0 .0
Q = 0 .9 , Q = 0 .1
Q = 0 .8 , Q = 0 .1
30
0 .8
25
0 .7
20
<N>
<v>
0 .6
0 .5
0 .4
0 .3
10
0 .2
(a )
0 .1
0
15
0 .2
0 .4
(b )
0 .6
0 .8
1.01
0 .2
0 .4
(a)
0 .6
0 .8
1
1.0
(b)
Fig. 3 Pots of <v> and <N> in the model for different combinations of the parameters (Q, Q) and S=50
0.6
0.6
0.8
0.8
(a)
0.7
0.7
0.6
0.6
0.4
0.4
Probability
Probability
Probability
0.5
0.5
=0.28
0.3
0.3
0.2
0.2
0.1
0.1
0
0
0 22
0.5
0.5
Probability
0.7
0.7
0.4
0.4
0.3
0.3
0.2
0.2
d=2.57
44 66
0.1
0.1
10
12
14
16
18
20
22
24
14
18
20
22
12
16
24
88 10
Headway
Headway
(a)
0
0
(b)
=0.40
=0.34
=0.28
d=1.50
d=1.94
d=2.57
22 44 66
10
12
14
16
18
20
22
24
18
20
88 10
12
14
22
24
Headway 16
Headway
(b)
Fig. 4 Plot of the headway distribution (a: =0.28; b: =0.28, 0.34, 0.40) (S=50, (Q, Q)=(0.8, 0.2))
DING Jianxun et al. / J Transpn Sys Eng & IT, 2010, 10(1), 3844
0 .9
35
Q = 0 .8 , Q = 0 .1
Q = 0 .8 , Q = 0 .2
0 .8
30
0 .7
25
20
0 .5
<N>
<v>
0 .6
0 .4
15
0 .3
0 .1
0
10
(a )
0 .2
0 .2
0 .4
(b )
Q = 0 .8 , Q = 0 .1
Q = 0 .8 , Q = 0 .2
0 .6
0 .8
1
1.0
0 .2
(a)
0 .4
0 .6
0 .8
1
1.0
(b)
Fig. 5 Pots of <v> and <N> in the model for different values of the parameters Q for Q=0.8 and S=50
tt
xx
tt
xx
(b )
(a )
(a)
(b)
Fig. 6 Space-time plots in the model for =0.28, S=50 (a: (Q, Q)=(0.8, 0) without control strategy; b: (Q, Q)=(0.8, 0.2) with control strategy)
Conclusions
DING Jianxun et al. / J Transpn Sys Eng & IT, 2010, 10(1), 3844
Acknowledgements
This research was funded by the National Basic Research
Program of China (No. 2006CB705503) and the National
Natural Science Foundation of China (Nos. 70521001 and
70701002).
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