A Novel Meso-dynamic Simulation Model of Traffic
Flow
ZHANG Liyan
Department of Civil Engineering
Suzhou University of Science and Technology
Suzhou, China
mjzlyhh@163.com
Abstract—Based on the weighted residual method and using the
discrete ideas of the control volume method, the paper researches
the macroscopic traffic flow models which depend on the
velocity-density relation. It proposes a novel meso-simulation
traffic flow model. And it establishes the meso-simulation model
based on the Payne model and studies the numerical solution of
the new meso-model. Simulation results show that the simulation
results of the meso-model are realistic and it has a higher
flexibility.
Keywords-Traffic simulation; Meso-simulation model; Payne
model; Weighted residual method;
I. INTRODUCTION
At present, there are three categories about traffic
Simulation problem, which are macro -simulation, meso-
simulation and micro-simulation, all of which is a mono-
resolution traffic simulation. Mono-resolution traffic
simulation has been greatly developed, but the limitations
emerged with the extension of simulation application.[1] In
microscopic simulation, the large amount of input data
necessary for establishing the entire network oftentimes result
in high costs of data collection and computation, which
significantly reduced the feasibility of the method.[2] In
addition, the high sensitivity to input data increases the
difficulty of road network modeling. In contrast, in
macroscopic, mesoscopic or microscopic models, the entire
network is modeled on the macroscopic, mesoscopic or
microscopic level of resolution. These models are modeled for
different purpose. For example, macroscopic or mesoscopic
models fail to capture the individual behavior of vehicles or
pedestrians and the detailed situation of traffic network such as
the signal control of a intersection. Microscopic model can’t
show situations of whole traffic network. In a word, models at
various levels of resolution have their own advantages and
disadvantages, and no model can be completely replaced by
another. Since the 1980s, taking into account the deficiencies
of macroscopic and microscopic model to describe traffic flow,
the meso-model of traffic flow has also been developed greatly
[2]
. Meso-model is a joint between the macro-model and the
micro-model to compensate for the shortcomings of these two
models and it is very useful for us to apply the meso-simulation
* Corresponding author
978-1-4673-0875-5/12/$31.00 ©2012 IEEE
ZHANG Liyan, MA Jian *
School of Transportation Engineering
Tongji University
Shanghai, China
zmouterspace@gmail.com
traffic model to real situations. In fact, we have to say that each
model of hybrid simulation has its own limitation and
application scope. Different model has different simulation
granularity, different purpose and different data demand[3].
In this paper, the objective is to design a novel meso-
dynamic simulation model of traffic flow based on the macro-
model Payne. It is a part of a unified traffic simulated platform
(i.e. Traffic Multi-Resolution Simulation System, TMRSS)
based on Multi-Resolution Modeling (MRM) theory. Section 2
presents some meso-model of traffic flow and analyzes their
advantages and disadvantages. A new idea of meso-traffic
simulation modeling is presented in section 3. As the same
time, a novel meso-dynamic simulation model of traffic flow is
deduced based on the macro-model Payne according to the idea
of meso-modeling. Finally, the paper implements the new
meso-model based on the TMRSS with C++. In Section 4, a
case study shows that the new simulation model is feasible and
available.
II. INTRODUCTION TO THE TRAFFIC FLOW MESO-
SIMULATION MODEL
Meso-simulaiton model analyzes the vehicle group to study
the traffic laws. And there are mainly the following categories
of meso-simulaiton models.
A. Meso-simulation Model of Traffic Flow Based on Gas
Kinetic Theory
Urban traffic flow and molecular motion have a high level
of similarity which shows that they are movements of
individual vehicles under low-density situations and they are
movements of vehicle group under high-density situations. In
the gas kinetic theory model, the traffic flow is regarded as the
movement of the interacting particles, and each particle is on
behalf of a car. The equations of meso-simulation traffic flow
models can be get by integrating the Boltzmann equation of the
phase-space density distribution function and then introducing
the approximate relation to close the equations. The models fell
into the following categories: Prigogine-Herman model[4],
Paveri-Fontana model[5], Phillips model[6], Helbing “Three
Equation” model[7], Helbing GKT model[8].
B. Meso-simulation Model of Traffic Flow Based on Micro-
information Model
This kind of meso-model is based on the micro-information
and the extension of micro-model, which abstracts the micro-
information and parameters. There are two main categorises[9]:
clustering model and queueing and service model. Clustering
model does not focus on a single vehicle but a group of specific
vehicles. The moving vehicles on the highway are divided into
some single units each other in accordance with certain rules.
The basic idea of the queueing and service model is that the
single vehicle is as the simulation object and the macroscopic
velocity-density function control the running of vehicles. In
addition, a queueing server is established on the downstream
node of the section for simulating the delay phenomena
because of the signal control etc. The queueing and service
model can be classified into two types: full density queueing
and service model and anisotropic queueing and service model.
The biggest feature of full density queueing and service model
is that the single vehicle control is based on the macroscopic
velocity-density equation which reflects the FIFO rules and the
meaning of meso-simulation. However, the model has two
shortcomings: velocity-density function has a minimum
velocity which results in that the vehicle can continue to enter
into the road network at a quite slow speed when the road
density go the jam density. It is not realistic. In addition, model
assumes that the vehicle's speed depends on the density of the
whole road ahead of the current vehicle. But the driver will
adjust the velocity according to the density of traffic flow in
some instances because of the existence of the look ahead. The
anisotropy of traffic flow is defined as characteristics of the
vehicle in traffic flow reacting to the front vehicle. In 2003,
HM Zhang[10] demonstrated that it does not exist on the
anisotropic nature on the multi-lane road and he deduces the
mathematical discriminant to determine the existence of
anisotropic. Zhou Liang[11] is thus set up the typical meso-
simulation traffic model which is based on a domain of speed
impact. It can describe the movement of vehicles under the
continuous flow and discontinuous flow. In this model, at any
time, the speed of vehicles is influenced by the local density of
vehicles within the impact scope of the local road (rather than
the whole road). The local impact scope is defined as the
domain of speed impact. The velocity of vehicle is determined
according to the macroscopic velocity-density function[12].
C. Model DynaCHINA Meso-model
DynaCHINA, which is developed by the doctor Linyong, is
the system of the dynamic network traffic flow analysis and
real-time traffic prediction.[13] The best feature of the system is
that it adopts the multiple precision meso-model and algorithm.
That is to say, it integrates the hybrid traffic simulation models
and hybrid optimization techniques. The core theory of
DynaCHINA is dynamic traffic demand analysis, dynamic
traffic assignment techniques and discrete choice models. The
other key feature of the model is that it estimates and predicts
the road conditions according to the dynamic OD (Origin-
Destination) flow and dynamic traffic assignment techniques. It
is better than the intelligent information processing technology,
such as Statistics, neural networks etc.
III. A NOVEL MESO-DYNAMIC SIMULATION MODEL OF
TRAFFIC FLOW
A. A New Idea of Meso-simulation modeling of Traffic Flow
Macroscopic traffic flow model can be expressed as a fluid
equation or a combination both the fluid equation and the fluid
dynamics equation. Normally, traffic science studies the partial
differential equation (equations). It is difficult to get the
analytical solutions of partial differential equation (equations).
In most of the cases, it is impossible to get the analytical
solutions. So how to get the numerical solution of differential
equations is very important and studying the feasible numerical
algorithm is necessary. The finite difference method (FDM)
was first developed by A. Thom[14] in the 1920s under the title
“the method of square” to solve nonlinear hydrodynamic
equations. The finite difference techniques are based upon the
approximations that permit replacing differential equations by
finite difference equations. These finite difference
approximations are algebraic in form, and the solutions are
related to grid points. The finite volume method is a method for
representing and evaluating partial differential equations in the
form of algebraic equations[15,16]. Similar to the finite difference
method(FDM) or finite element method(FEM), values are
calculated at discrete places on a meshed geometry. "Finite
volume" refers to the small volume surrounding each node
point on a mesh. In the finite volume method, volume integrals
in a partial differential equation that contain a divergence term
are converted to surface integrals, using the divergence
theorem. These terms are then evaluated as fluxes at the
surfaces of each finite volume.[16]
There are some following advantages about the meso-
model based on the macro-model and the finite volume
method. (1)Because the flux entering a given volume is
identical to that leaving the adjacent volume, these methods are
conservative. (2)Another advantage of the finite volume
method is that it is easily formulated to allow for unstructured
meshes. The model is of universal applicability and strong
commonality. (3)Applying the method, traffic flow equation in
integral calculus form is obtained and it can process and
describe the continuous and discontinuous integrand. (4)Values
of grid points can be get by the finite difference method, but
the new model need compute the average value of grid points
which is more correspond to reality. (5)The semi-implicit and
implicit scheme can consider the combined effects of current
and future state comprehensively.
B. An Introduction on Weighted Residual Method
Set the generalized partial differential equations: Linear
differential operators is as following.
⎧A(φ ) = q ∈ Ω
⎨ (1)
⎩ ξ (φ ) = s ∈ Γ
Then the remaining number is:
⎪⎧ RΩ = A(φ ) − A(φ ) = A(φ ) − q
⎨ (2)
⎩⎪ RΓ = ξ (φ ) − ξ (φ ) = ξ (φ ) − s
n
Where, φ = ∑ Ciψ i
i =1
 The remainder of the weighted coefficient is set to 0 and D. Meso-dynamic simulation Modeling of Traffic Flow
following algebraic equation can be built. The paper establishes the meso-model based on the
dynamic equation of Payne model. Figure 1 is the schematic
Fj ( R) = ∫ wj [A(φ ) − q]d Ω+ ∫ w*j [ξ (φ ) − s]d Γ = 0 diagram of general grid partition for the simulation scenario.
Ω Γ
n n (3)
= ∫ wj [A(∑Ciψ i ) − q]dΩ+ ∫ w*j [ξ (∑Ciψ i ) − s]d Γ = 0 Δ x = δ xwe
Ω Γ
i =1 i =1
Because it is a linear differential operator, the differential w e
operation, the sum operation and the order of the integral
operation can be exchanged. And the algebraic equation can be δ xWP δ xwP δ xPe δ xPE

deformed as following:
n n Figure 1. Schematic Diagram of General Grid Partition for The Simulation
∑{[∫ wjA(ψi )dΩ]Ci}+∑{[∫ w*jξ(ψi )dΓ]Ci}= ∫ wqd
i=1
Ω
i=1
Γ j Ω+∫ wsd
*
j Γ Ω Γ
Scenario

n
(4) Form (7) and Form (8) can be deformed as followings
∑{[∫ wjA(ψi )dΩ]+[∫ w*jξ(ψi )dΓ]}Ci = ∫ wqd
i=1
Ω Γ j Ω+∫ wsd
*
j Γ
Ω Γ
according to the meso-modeling method.
t+Δt t +Δt t+Δt
Where, the left item is the coefficient item; the first term of ∂u ∂u γ 1 ∂k
the right item is the incentive item and the second term is the ∫t Δ∫v ∂t dvdt + ∫t Δ∫vu ∂xdvdt =
t Δv r
∫ ∫ −T k ∂xdvdt
boundary condition. The algebraic equations can be written in (9)
t+Δt t+Δt
matrix form: ue −u
+ ∫ ∫H dvdt + ∫ ∫ G(k,u)dvdt
Tr
[ K ][C ] = [ F ][b] (5) t Δv t Δv
The followings can be get according to the Gauss–
Values of matrix element are followings: Ostrogradsky theorem.
⎧ K ji = w j A(ψ i )d Ω] + [ w*j ξ (ψ i )d Γ]
∫Ω ∫Γ t +Δt
∂u t +Δt t +Δt
γ 1
⎪
⎪ ∫( ∫ ∂t
dt)dv + ∫ a[(Au)e −(Au)w]dt = ∫ (−
Tr kP
)[(Ak)e −(Ak)w]dt
⎨ Fj = ∫ w j qd Ω (6) Δv t t t
Ω
⎪ t +Δt
ue −u t +Δt

⎪ b j = ∫ w*j sd Γ + ∫ ∫H dvdt + ∫ ∫ G(k,u)dvdt

⎩ Γ
t Δv Tr t Δv

C. An Introduction of Ttraditional Payne’s Model (10)

Where, A is the area of the surface of the control volume.
Payne's model[17] improves the assumption of the velocity- A is 1 when it is one dimension. g ( x, t ) is the average value
density relation and the model equation is as followings:
of source items. Δv is the size of the control volume.
∂k ∂q Δv = A ⋅ Δx , Δx = Δxwe
+ = g ( x, t ) (7)
∂t ∂x
du ∂u ∂u γ ∂k ue (k ) − u IV. CASE STUDY
= +u =− + (8)
dt ∂t ∂x kT ∂x T
Where, form(7) is the kinematics equation of traffic flow; A. Simulation Scenario and Parameters Configuration
k is the density; q is the flow; t is the time; x is the location Figure 2 shows that the road is divided into equal interval
coordinate; g ( x, t ) is the flow in on-ramp or exit-ramp, and the grids or unequal interval grids (the system supports both
value is positive in on-ramp but it is negative in exit-ramp. methods), which the arrow below of 8th grid shows the source
form(8) is the dynamic equation of traffic flow; The first term flow value of import ramp. The grid partition graph of the
of the right item is the delay item which describes the driver's simulation scenario is shown as following.
acceleration process according to the velocity-density
function. The second term of the right item is expectation item
which expresses the driver's reaction process according to the
traffic situation. Where, T is the delay time; Δx = 0.5 / k ;
γ = −0.5due / dk > 0 and γ is the expectation index. Payne
model allows that the velocity is in non-equilibrium state and
it can describe more accurately the actual traffic conditions.
The model can not only describe the propagation of the non- Figure 2. Grid partition graph of the simulation scenario
linear wave, but also analyze the small disturbance and the
stop-start traffic features etc. Based on the actual traffic conditions and requirements of
stability, parameter configuration of the meso-model is as
following.
 ⎧ 0.035 1 ≤ i ≤ 5 ACKNOWLEDGMENT
⎪ This work is partly supported by national Natural Science
u f = 25 m s ; k j = 0.16 veh m ; k (i ) = ⎨ 0.12 6 ≤ i ≤ 7 ; Unit
⎪0.014 8 ≤ i ≤ 10 Foundation (NO. 71072027 and 61004113) and Ph.D.
⎩ Programs Foundation of Ministry of Education of China
is veh m ; (200802471072).
Qin = {0.05, 0.1, 0.15, 0.2, 0.25, 0.2, 0.15, 0.1, 0.05, 0.05} Unit is
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V. CONCLUSION
The paper presents a novel meso-simulation traffic flow
model which is based on the weighted residual method and
using the discrete ideas of the control volume method. It
derives the meso-simulation model based on the Payne model
and studies the numerical solution of the new meso-model in
detail. Finally, simulation results show that the simulation
results of the meso-model are realistic and it has a higher
flexibility.
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