Lane traffic volume determination method based on traffic composition and driving behavior analysis

Abstract

The invention relates to the technical field of asphalt pavement maintenance design methods, in particular to a lane traffic volume determination method based on traffic composition and driving behavior analysis, and the method comprises the steps: obtaining the maximum service traffic volume and a large vehicle mixed driving influence coefficient according to the designed speed per hour and the traffic composition, and then calculating the actual traffic capacity of a single lane; and calculating the hour traffic volume of each vehicle type, and obtaining the traffic volume of each lane according to the traffic capacity and the driving behavior. According to the invention, the dynamic transverse distribution change of the vehicle caused by the driving behavior in the traffic flow is effectively reflected, and the lane level load data basis is provided for the asphalt pavement divided lane maintenance design, so that the reasonable configuration of maintenance resources is optimized, the structural durability of a heavy-load lane is remarkably improved, and meanwhile, the resource waste of a light-load lane is avoided; the road service life is prolonged, and the road safety and service level are improved.

Description

Technical Field

[0001] This invention relates to the field of asphalt pavement maintenance design technology, and in particular to a method for determining lane traffic volume based on traffic composition and driving behavior analysis. Background Technology

[0002] Asphalt pavement lane-specific maintenance design refers to the development of structural design and maintenance plans for multi-lane roads based on the differences in traffic load and damage experienced by different lanes in actual traffic operation, in order to improve road service life and resource utilization efficiency.

[0003] Currently, in asphalt pavement maintenance design, structural calculations and life predictions commonly use a single "lane coefficient" to convert the traffic volume of a one-way section into the traffic volume of a single representative lane, and then calculate the cumulative axle load. This method relies solely on recommended values ​​from specifications, empirical data, or limited local observations, representing the static average proportion of one-way traffic volume in each design lane. This method has inherent limitations: it insufficiently considers the dynamic lateral distribution changes in traffic composition, vehicle type distribution between lanes, and driving behavior, and fails to reflect actual conditions such as heavy vehicles concentrating on the outer lanes and lighter loads on overtaking lanes. It often underestimates the actual axle load of heavy-load lanes, resulting in insufficient structural performance and premature rutting and cracking. Simultaneously, it overestimates the load requirements of light-load lanes (such as overtaking lanes), leading to material and cost waste. The contradiction between the differences in structural damage and the convergence of maintenance strategies for each lane restricts the implementation of refined and differentiated lane-specific maintenance designs, affecting road life and the rational use of maintenance funds.

[0004] The information disclosed in this background section is intended only to enhance the understanding of the general background of this disclosure and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] To avoid the limitations of the assumption of lane coefficient uniformity, this invention introduces service level, capacity and driving behavior analysis, and provides a method for determining lane traffic volume in lane-specific maintenance of asphalt pavement. This method can correlate differentiated design with actual lane-level traffic volume and guide the structural verification and life prediction of lane-specific maintenance design.

[0006] To achieve the above objectives, the present invention provides a method for determining lane traffic volume based on traffic composition and driving behavior analysis, comprising: The maximum service traffic volume and the correction coefficient for the impact of mixed traffic of large vehicles are obtained based on the target road design speed and traffic composition. The traffic composition is the proportion and structural characteristics of different vehicle types in the traffic flow within the statistical period and road segment. Quantify and obtain the actual lane capacity of the corresponding roads and the hourly traffic volume of various vehicle types; Based on traffic capacity and driving behavior, the traffic volume of each lane is allocated by comparing the actual traffic capacity of the lanes with the hourly traffic volume of each vehicle type.

[0007] Furthermore, the method also includes: The actual road capacity is calculated based on the maximum service traffic volume and the correction factor for the impact of mixed traffic of large vehicles, and then corrected using the following formula: ; The actual traffic capacity of a single lane is veh / h; For maximum service traffic volume, pcu / (h·ln); Correction factor for the impact of mixed traffic of large vehicles; Correction factor for the impact of driver conditions; The traffic capacity refers to the maximum number of vehicles that can pass through a single lane cross section per unit time under actual road, traffic, control, and environmental conditions. When traffic demand exceeds traffic capacity, it is determined that road congestion is affecting driving behavior.

[0008] Furthermore, the maximum service traffic volume (MSF) i It is determined based on the design speed and the median of the N-level service level range. The N-level service level is the range of interference increase caused by the driver's lane changing and lane occupation behavior. The maximum service traffic volume corresponding to the median of the range is selected as the threshold for determining whether the driver may occupy the lane for a long time.

[0009] Furthermore, the correction coefficient for the impact of large vehicle mixed traffic is calculated as follows: ; The percentage of vehicle type i in total traffic volume, % is the vehicle conversion factor for model i.

[0010] Furthermore, using the design hourly traffic volume (DDHV) to represent traffic demand, the driving behavior is determined and the traffic volume for each lane is allocated accordingly, including: Design hourly traffic volume (DDHV) for each vehicle type i It is obtained through the following formula: ; Among them, AADT iThe average daily traffic volume for a certain vehicle type is veh / d, which is obtained from traffic volume observation points along the road. K is the design hourly traffic volume coefficient, which is selected based on the geographical region of the target area and the location of the highway; D is the directional unevenness coefficient, which is determined based on measured traffic data of the target area.

[0011] Furthermore, by comparing the designed hourly traffic volume of each vehicle type with the actual traffic capacity, the lane congestion status and whether drivers engage in prolonged lane occupation are determined, and the lane traffic volume is allocated and distributed accordingly, including: Based on the traffic regulations corresponding to the number of two-way four or six lanes on the target road, the basic driving lanes and traffic priorities for each vehicle type are clearly defined; The congestion status of each lane is determined by comparing the total value of large vehicles and automobile trains and the total value of other vehicle types in the designed hourly traffic volume for one direction with the actual capacity of a single lane or twice the actual capacity. When there is no congestion, traffic volume is allocated according to the basic driving lane for each vehicle type. Vehicles exceeding the capacity of the corresponding lane are diverted to the adjacent lane that allows them to travel. When all lanes are congested, maintain the original traffic volume distribution.

[0012] Furthermore, the traffic volume distribution configuration method for a two-way four-lane road includes: When the combined hourly traffic volume of large vehicles and truck trains in the one-way design is less than the actual capacity of a single lane, all large vehicles and truck trains are assigned to the driving lane, passenger cars and buses are assigned to the overtaking lane, medium-sized trucks are given priority to be assigned to the driving lane, and the portion exceeding the actual capacity is assigned to the overtaking lane. When the total value of large vehicles and automobile trains in the design hourly traffic volume in one direction is greater than the actual capacity of a single lane, all passenger cars and medium-sized vehicles are assigned to the overtaking lane. If the total value of passenger cars and medium-sized vehicles in the design hourly traffic volume in one direction is less than the actual capacity of a single lane, the portion of large vehicles and automobile trains exceeding the actual capacity will be assigned to the overtaking lane. When the combined value of large vehicles, automobile trains, and medium-sized freight vehicles in the designed hourly traffic volume for one direction, and the combined value of passenger cars and large passenger cars, are all greater than the actual traffic capacity of a single lane, each lane is at risk of congestion and does not meet the conditions for traffic volume distribution configuration.

[0013] Furthermore, the traffic volume distribution configuration method for a two-way six-lane road includes: When the combined hourly traffic volume of large vehicles and trucks in the one-way design is less than the actual capacity of a single lane, all large vehicles and trucks are assigned to the slow lane, medium-sized vehicles are given priority to be assigned to the middle lane, and the portion exceeding the actual capacity is assigned to the slow lane. When the total value of large vehicles and truck trains in the designed hourly traffic volume in one direction is greater than the actual capacity of a single lane, all passenger cars are assigned to the overtaking lane and all medium-sized vehicles are assigned to the driving lane. If the total value of passenger cars and medium-sized vehicles in the designed hourly traffic volume in one direction is less than twice the actual capacity of a single lane, the portion of large vehicles and truck trains exceeding the actual capacity will be assigned to the middle driving lane. When the combined hourly traffic volume of large vehicles and automobile trains in one direction exceeds the actual capacity of a single lane, and the combined traffic volume of passenger cars and medium-sized vehicles exceeds twice the actual capacity of a single lane, all lanes are at risk of congestion and do not meet the conditions for traffic volume distribution configuration.

[0014] The technical solution of this invention can achieve the following technical effects: By effectively combining dynamic factors such as actual traffic composition, service level, capacity, and driving behavior, this invention performs differentiated analysis and correction of traffic loads for different lanes, achieving scientific allocation and refined adjustment of lane-level traffic volume. Compared with existing methods using uniform lane coefficients, this invention can effectively reflect actual traffic conditions such as concentrated heavy-duty vehicle traffic, and provide targeted guidance for lane-specific maintenance design decisions, structural calculations, and lifespan estimations. This significantly improves the structural durability of heavy-duty lanes, avoids resource waste in light-duty lanes, improves the efficiency of road maintenance fund utilization, extends road service life, and enhances road safety and service levels.

[0015] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 Flowchart of a method for determining lane traffic volume based on traffic composition and driving behavior analysis; Figure 2 This assumes lane-changing behavior when each lane of a two-way four-lane road has excess traffic capacity. Figure 3 This assumes lane-changing behavior when the overtaking lane of a two-way four-lane road has ample traffic capacity. Figure 4This assumes lane-changing behavior when each lane of a two-way six-lane road has excess traffic capacity. Figure 5 This assumes lane-changing behavior when there is ample traffic capacity in a two-way six-lane road and the overtaking lane is in a state of excess traffic capacity. Figure 6 Configuring the traffic volume distribution for a two-way four-lane road; Figure 7 Configuration process for traffic volume distribution in a two-way six-lane road. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0020] like Figure 1 As shown, this application provides a method for determining lane traffic volume based on traffic composition and driving behavior analysis. The method includes: S10: Based on the target road design speed and traffic composition, obtain the maximum service traffic volume under vehicle lane change conditions and the correction coefficient for the impact of mixed traffic of large vehicles. The traffic composition consists of the proportion and structural characteristics of different vehicle types in the traffic flow within the statistical period and road segment. S20: Quantify and obtain the actual lane capacity of the corresponding road and the hourly traffic volume of various vehicle types; S30: Based on traffic capacity and driving behavior, the traffic volume of each lane is distributed and configured by comparing the actual traffic capacity of the lane with the hourly traffic volume of each vehicle type.

[0021] Specifically, traffic survey equipment (such as automatic traffic detectors and video stream analysis systems) is preferably used to observe cross-sectional traffic flow on the target road segment. The natural quantity and actual proportion of various vehicle types (passenger cars, medium-sized vehicles, large trucks, and truck trains) in the overall traffic flow within a certain period are statistically analyzed to form traffic composition data for that road segment. Vehicle types can be classified according to the categories specified in the "Highway Engineering Technical Standards" (JTG B01-2014) to determine the corresponding vehicle conversion factors. The maximum service traffic volume is determined based on the design speed of the target road, and the correction factor for the impact of mixed traffic of large vehicles is calculated based on vehicle type distribution and vehicle conversion factors. Furthermore, the actual capacity of a single lane is calculated. Combining capacity and driving behavior, the dynamic distribution of various vehicle types in different lanes is determined by comparing the actual capacity with the actual capacity, introducing level of service and driving behavior analysis. For example, on a two-way four-lane road segment, when the hourly traffic volume of large vehicles and truck trains exceeds the actual capacity of a single lane, the excess heavy vehicles should be allocated to the overtaking lane. On a two-way six-lane road, when the slow lane capacity is saturated, some heavy vehicles are diverted to the middle lane.

[0022] The technical solution of this invention effectively combines dynamic factors such as actual traffic composition, service level, capacity, and driving behavior to conduct differentiated analysis and correction of traffic loads for different lanes. This enables scientific allocation and refined adjustment of lane-level traffic volume. Compared with existing methods using uniform lane coefficients, this invention can effectively reflect actual traffic conditions such as concentrated heavy-duty vehicle traffic. It provides targeted guidance for lane-specific maintenance design decisions, structural calculations, and lifespan predictions, thereby significantly improving the structural durability of heavy-duty lanes, avoiding resource waste in light-duty lanes, improving the efficiency of road maintenance fund utilization, extending road service life, and enhancing road safety and service levels.

[0023] Furthermore, the methods also include: The actual road capacity is calculated based on the maximum service traffic volume and the correction factor for the impact of mixed traffic of large vehicles, and then corrected using the following formula: ; The actual traffic capacity of a single lane is veh / h; For maximum service traffic volume, pcu / (h·ln); Correction factor for the impact of mixed traffic of large vehicles; Correction factor for the impact of driver conditions; Traffic capacity is the maximum number of vehicles that can pass through a single lane cross section per unit time under actual road, traffic, control, and environmental conditions. When traffic demand exceeds traffic capacity, it is determined that road congestion is affecting driving behavior.

[0024] As a preferred embodiment of the above, when a lane is at a Level 1 or 2 service level, traffic flow is relatively smooth, drivers can maintain a high degree of autonomy in decision-making, and can generally drive within the designated lane in accordance with traffic regulations. When a lane reaches a Level 3 service level, traffic flow stability decreases, and drivers are forced to frequently seek better routes. If the adjacent lane has a higher service level (Level 1 or 2), some drivers may choose to temporarily use the adjacent lane; however, due to the significantly increased frequency of vehicle interaction within the original lane, lane-changing behavior is restricted, and drivers often find it difficult to return to the original lane smoothly, resulting in prolonged occupation of the adjacent lane. Therefore, this embodiment defines "Level 3 service level" as an important watershed for driver lane-changing behavior, and selects the maximum service traffic volume corresponding to the median of its v / C ratio range as the threshold for determining whether a driver may occupy the lane for a long time (see Table 2), and calculates the actual capacity SF accordingly. i By using the above-mentioned corrected calculation method, a traffic capacity index that is closer to the actual traffic operation status can be obtained. This index can be compared with traffic demand. When traffic demand exceeds the actual traffic capacity, it is determined that the road has entered a congested state and driving behavior changes. This provides a reliable basis for subsequent dynamic allocation of lane traffic volume, lane coefficient correction and lane-specific maintenance design.

[0025] Furthermore, the maximum service traffic volume (MSF) i It is determined based on the design speed and the median of the N-level service level range. The N-level service level is the range of increased interference caused by drivers changing lanes and occupying lanes. The maximum service traffic volume corresponding to the median of the range is selected as the threshold for determining whether a driver may occupy the lane for a long time.

[0026] Based on the above embodiments, when a lane reaches Level 3 service, traffic flow stability decreases, forcing drivers to frequently seek better routes. If the adjacent lane has a higher level of service (Level 1 or 2), some drivers may choose to temporarily use the adjacent lane. However, due to the significantly increased frequency of vehicle interaction within the original lane, lane-changing behavior is restricted, and drivers often find it difficult to return to their original lane smoothly, resulting in prolonged occupation of adjacent lanes. Therefore, this invention defines "Level 3 service" as a crucial dividing line for driver lane-changing behavior and selects the maximum service traffic volume corresponding to the median of its v / C ratio range as the threshold for determining whether a driver may occupy the lane for an extended period. The maximum service traffic volume is selected according to Table 2.

[0027] The "Technical Standards for Highway Engineering" (JTG B01-2014) divides the service level of Class I highways into 6 levels, as shown in Table 1. Traffic demand refers to the design hourly traffic volume corresponding to a target road segment under a specific service level. Traffic capacity refers to the maximum number of vehicles that can pass through a single lane at a certain cross section per unit time under existing road, traffic, control and environmental conditions.

[0028] Table 1 Table 2 Furthermore, the correction factor for the impact of large vehicles mixed in traffic is calculated as follows: ; The percentage of vehicle type i in total traffic volume, % is the vehicle conversion factor for model i.

[0029] In this embodiment, firstly, traffic survey data within a certain statistical period is obtained for the target road segment. Vehicles are then categorized and statistically analyzed according to vehicle type to determine the proportion of each vehicle type in the overall traffic flow. The vehicle type classification preferably adopts the classification method specified in highway engineering technical standards, including passenger cars, medium-sized vehicles, large trucks, and truck trains. The traffic volume of each vehicle type within the statistical period is divided by the total traffic volume to obtain the traffic volume proportion of the corresponding vehicle type. Secondly, based on the vehicle type classification, a vehicle conversion factor corresponding to each vehicle type is selected. The vehicle conversion factor is preferably determined based on current highway engineering technical standards or regional traffic survey experience data, preferably using standard JTG B01-2014 (see Table 3), to reflect the equivalent occupancy of traffic capacity by different vehicle types in the traffic flow.

[0030] After obtaining the proportion of each vehicle type and the vehicle conversion factor, the correction factor for the impact of mixed traffic of large vehicles is calculated according to the following formula. The summation term is the comprehensive reduction of the impact of each vehicle type on the traffic capacity in the traffic flow. Through this formula, the impact of different vehicle types on the road traffic capacity under mixed traffic conditions can be uniformly converted into a correction factor for subsequent calculation of actual traffic capacity.

[0031] Table 3 Furthermore, using Design Hourly Traffic Volume (DDHV) to represent traffic demand, determining driving behavior, and allocating traffic volume to each lane includes: Design hourly traffic volume (DDHV) for each vehicle type i It is obtained through the following formula: ; Among them, AADTi The average daily traffic volume for a certain vehicle type is veh / d, which is obtained from traffic volume observation points along the road. K is the design hourly traffic volume coefficient, which is selected based on the geographical region of the target area and the location of the highway; D is the directional unevenness coefficient, which is determined based on measured traffic data of the target area.

[0032] In this implementation, during the traffic volume survey phase of maintenance design, the annual average daily traffic volume directly obtained from traffic volume observation is insufficient to effectively reflect the intraday fluctuations and peak characteristics of traffic flow, and cannot be directly compared with actual capacity. In engineering practice, the "30th hour traffic volume" is often used as the design hour traffic volume, which can meet traffic demand for 99.67% of the year, ensuring service levels while avoiding resource waste. The ratio K of the design hour traffic volume to the annual average daily traffic volume has significant stability, and its empirical value can be selected by referring to relevant specifications or regional statistical data.

[0033] Furthermore, by comparing the design hourly traffic volume of each vehicle type with the actual traffic capacity, the system determines lane congestion status and whether drivers engage in prolonged lane occupation, and determines lane changes and the allocation of lane traffic volume, including: Based on the traffic regulations corresponding to the number of two-way four or six lanes on the target road, the basic driving lanes and traffic priorities for each vehicle type are clearly defined; The congestion status of each lane is determined by comparing the total value of large vehicles and automobile trains and the total value of other vehicle types in the one-way design hourly traffic volume with the actual capacity of a single lane or twice the actual capacity. When there is no congestion, traffic volume is allocated according to the basic driving lane for each vehicle type. Vehicles exceeding the capacity of the corresponding lane are diverted to the adjacent lane that allows them to travel. When all lanes are congested, maintain the original traffic volume distribution.

[0034] Furthermore, such as Figure 2 , Figure 3 and Figure 6 As shown, the traffic volume distribution configuration method for a two-way four-lane road includes: When the combined hourly traffic volume of large vehicles and truck trains in one direction is less than the actual capacity of a single lane, all large vehicles and truck trains are assigned to the driving lane, passenger cars and buses are assigned to the overtaking lane, medium-sized trucks are given priority to be assigned to the driving lane, and the portion exceeding the actual capacity is assigned to the overtaking lane. When the combined value of large vehicles and automobile trains in the one-way design hourly traffic volume exceeds the actual capacity of a single lane, all passenger cars and medium-sized vehicles are assigned to the overtaking lane. If the combined value of passenger cars and medium-sized vehicles in the one-way design hourly traffic volume is less than the actual capacity of a single lane, the portion of large vehicles and automobile trains exceeding the actual capacity will be assigned to the overtaking lane. When the combined hourly traffic volume of large vehicles, automobile trains, and medium-sized freight vehicles in one direction, and the combined hourly traffic volume of passenger cars and large passenger cars, all exceed the actual capacity of a single lane, each lane is at risk of congestion and does not meet the conditions for traffic volume distribution configuration.

[0035] Specifically, the following is an example of calculating the lane traffic volume configuration for a two-way four-lane highway: (1) Traffic flow analysis A national highway (two-way four lanes) with a design speed of 100 km / h has traffic volume distribution shown in Table 4.

[0036] Table 4. Distribution of Average Daily Traffic Volume Over the Year Based on 2024, the actual single-lane capacity corresponding to the median of the three service levels was calculated, and the results are shown in Table 5.

[0037] Table 5 Actual Traffic Capacity (2) Determination of lane change conditions and traffic volume distribution configuration Calculate the hourly traffic volume (DDHV) for each vehicle type, and configure the traffic volume distribution based on the vehicle lane change assumption (since the cumulative axle load action count only applies to vehicles with 2 axles and 6 wheels or more, the final traffic volume configuration is only applied to vehicles other than small and medium-sized passenger cars). The results are shown in Table 6.

[0038] Table 6 Lane Change Analysis and Traffic Volume Allocation Furthermore, such as Figure 4 , Figure 5 and Figure 7 As shown, the traffic volume distribution configuration method for a two-way six-lane road includes: When the combined hourly traffic volume of large vehicles and automobile trains in one direction is less than the actual capacity of a single lane, all large vehicles and automobile trains are assigned to the slow lane, medium-sized vehicles are given priority to be assigned to the middle lane, and the portion exceeding the actual capacity is assigned to the slow lane. When the combined value of large vehicles and automobile trains in the one-way design hourly traffic volume exceeds the actual capacity of a single lane, all passenger cars are assigned to the overtaking lane, and all medium-sized vehicles are assigned to the driving lane. If the combined value of passenger cars and medium-sized vehicles in the one-way design hourly traffic volume is less than twice the actual capacity of a single lane, the portion of large vehicles and automobile trains exceeding the actual capacity will be assigned to the middle driving lane. When the combined hourly traffic volume of large vehicles and automobile trains in one direction exceeds the actual capacity of a single lane, and the combined traffic volume of passenger cars and medium-sized vehicles exceeds twice the actual capacity of a single lane, all lanes are at risk of congestion and do not meet the conditions for traffic volume distribution configuration.

[0039] Specifically, the following is an example of calculating the lane traffic volume configuration for a two-way six-lane highway.

[0040] (1) Traffic flow analysis A national highway (six lanes in both directions) with a design speed of 80 km / h has traffic volume distribution shown in Table 7.

[0041] Table 7: Distribution of Average Daily Traffic Volume Over the Year Based on 2023, the actual single-lane capacity corresponding to the median of the three service levels was calculated, and the results are shown in Table 8.

[0042] Table 8 Actual Traffic Capacity (2) Determination of lane change conditions and traffic volume distribution configuration Calculate the hourly traffic volume (DDHV) for each vehicle type, and configure the traffic volume distribution based on the vehicle lane change assumption (since the cumulative axle load action count only applies to vehicles with 2 axles and 6 wheels or more, the final traffic volume configuration is only applied to vehicles other than small and medium-sized passenger cars). The results are shown in Table 9.

[0043] Table 9 Lane Change Analysis and Traffic Volume Allocation Although this application has been described in conjunction with specific features and embodiments, it is obvious that various modifications and combinations can be made thereto without departing from the spirit and scope of this application. Accordingly, this specification and drawings are merely exemplary illustrations of the application as defined herein, and are to be considered as covering any and all modifications, variations, combinations, or equivalents within the scope of this application. Clearly, those skilled in the art can make various alterations and modifications to this application without departing from its scope. Thus, if such modifications and modifications fall within the scope of this application and its equivalents, this application intends to include such modifications and modifications.

Claims

1. A method for determining lane traffic volume based on traffic composition and driving behavior analysis, characterized in that, The method includes: The maximum service traffic volume and the correction coefficient for the impact of mixed traffic of large vehicles are obtained based on the target road design speed and traffic composition. The traffic composition is the proportion and structural characteristics of different vehicle types in the traffic flow within the statistical period and road segment. Quantify and obtain the actual lane capacity of the corresponding roads and the hourly traffic volume of various vehicle types; Based on traffic capacity and driving behavior, the traffic volume of each lane is allocated by comparing the actual traffic capacity of the lanes with the hourly traffic volume of each vehicle type.

2. The method for determining lane traffic volume according to claim 1, characterized in that, The method further includes: The actual road capacity is calculated based on the maximum service traffic volume and the correction factor for the impact of mixed traffic of large vehicles, and then corrected using the following formula: ； The actual traffic capacity of a single lane is veh / h; For maximum service traffic volume, pcu / (h·ln); Correction factor for the impact of mixed traffic of large vehicles; Correction factor for the impact of driver conditions; The traffic capacity refers to the maximum number of vehicles that can pass through a single lane cross section per unit time under actual road, traffic, control, and environmental conditions. When traffic demand exceeds traffic capacity, it is determined that road congestion is affecting driving behavior.

3. The method for determining lane traffic volume according to claim 2, characterized in that, The maximum service traffic volume (MSF) i It is determined based on the design speed and the median of the N-level service level range. The N-level service level is the range of interference increase caused by the driver's lane changing and lane occupation behavior. The maximum service traffic volume corresponding to the median of the range is selected as the threshold for determining whether the driver may occupy the lane for a long time.

4. The method for determining lane traffic volume according to claim 2, characterized in that, The correction coefficient for the impact of large vehicles mixed traffic is calculated as follows: ； The percentage of vehicle type i in total traffic volume, % is the vehicle conversion factor for model i.

5. The method for determining lane traffic volume according to claim 1, characterized in that, Using the design hourly traffic volume (DDHV) to represent traffic demand, the driving behavior is determined and traffic volume is allocated to each lane, including: Design hourly traffic volume (DDHV) for each vehicle type i It is obtained through the following formula: ; Among them, AADT i The average daily traffic volume for a certain vehicle type is veh / d, which is obtained from traffic volume observation points along the road. K is the design hourly traffic volume coefficient, which is selected based on the geographical region of the target area and the location of the highway; D is the directional unevenness coefficient, which is determined based on measured traffic data of the target area.

6. The method for determining lane traffic volume according to claim 5, characterized in that, The design hourly traffic volume of each vehicle type is compared with the actual traffic capacity to determine lane congestion status and whether drivers engage in prolonged lane occupation. This process determines vehicle lane changes and distributes lane traffic accordingly, including: Based on the traffic regulations corresponding to the number of two-way four or six lanes on the target road, the basic driving lanes and traffic priorities for each vehicle type are clearly defined; The congestion status of each lane is determined by comparing the total value of large vehicles and automobile trains and the total value of other vehicle types in the designed hourly traffic volume for one direction with the actual capacity of a single lane or twice the actual capacity. When there is no congestion, traffic volume is allocated according to the basic driving lane for each vehicle type. Vehicles exceeding the capacity of the corresponding lane are diverted to the adjacent lane that allows them to travel. When all lanes are congested, maintain the original traffic volume distribution.

7. The method for determining lane traffic volume according to claim 6, characterized in that, Traffic volume distribution configuration methods for two-way four-lane roads include: When the combined hourly traffic volume of large vehicles and truck trains in the one-way design is less than the actual capacity of a single lane, all large vehicles and truck trains are assigned to the driving lane, passenger cars and buses are assigned to the overtaking lane, medium-sized trucks are given priority to be assigned to the driving lane, and the portion exceeding the actual capacity is assigned to the overtaking lane. When the total value of large vehicles and automobile trains in the design hourly traffic volume in one direction is greater than the actual capacity of a single lane, all passenger cars and medium-sized vehicles are assigned to the overtaking lane. If the total value of passenger cars and medium-sized vehicles in the design hourly traffic volume in one direction is less than the actual capacity of a single lane, the portion of large vehicles and automobile trains exceeding the actual capacity will be assigned to the overtaking lane. When the combined value of large vehicles, automobile trains, and medium-sized freight vehicles in the designed hourly traffic volume for one direction, and the combined value of passenger cars and large passenger cars, are all greater than the actual traffic capacity of a single lane, each lane is at risk of congestion and does not meet the conditions for traffic volume distribution configuration.

8. The method for determining lane traffic volume according to claim 6, characterized in that, Traffic volume distribution configuration methods for two-way six-lane roads include: When the combined hourly traffic volume of large vehicles and trucks in the one-way design is less than the actual capacity of a single lane, all large vehicles and trucks are assigned to the slow lane, medium-sized vehicles are given priority to be assigned to the middle lane, and the portion exceeding the actual capacity is assigned to the slow lane. When the total value of large vehicles and truck trains in the designed hourly traffic volume in one direction is greater than the actual capacity of a single lane, all passenger cars are assigned to the overtaking lane and all medium-sized vehicles are assigned to the driving lane. If the total value of passenger cars and medium-sized vehicles in the designed hourly traffic volume in one direction is less than twice the actual capacity of a single lane, the portion of large vehicles and truck trains exceeding the actual capacity will be assigned to the middle driving lane. When the combined hourly traffic volume of large vehicles and automobile trains in one direction exceeds the actual capacity of a single lane, and the combined traffic volume of passenger cars and medium-sized vehicles exceeds twice the actual capacity of a single lane, all lanes are at risk of congestion and do not meet the conditions for traffic volume distribution configuration.

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