## 3 Analysis of the Lane Control Strategy Based on Truck Platooning Simulation
### Analysis of the Lane Control Strategy
#### 3.2.1 Analysis of Exclusive Lanes for Truck Platooning  
Scenario I investigates whether truck platooning passes through the weaving section, and whether the second lane is open for HDT in the presence of an exclusive lane for truck platooning. Figures 4 and 5 show the corresponding simulation results. 4F3T indicates that the fourth lane is exclusive for truck platooning, and the third lane is open for HDT driving; 4F32T indicates that the fourth lane is exclusive for truck platooning, and the second and third lanes are open for HDT driving. (1) Truck platooning in the queue phase through the weaving section  
Figure 4 illustrates a comparison of the delay and conflict rates with respect to HDT on the second lane when truck platooning in the queue phase passes through the weaving section on an exclusive lane. Each column in Figure 4 represents the proportion of trucks in the total traffic flow. Here, ATP indicates automated truck platooning, with the corresponding percentage denoting the amount of automated trucks compared to the overall truck traffic. It is apparent that the 4F3T strategy incurs smaller delays than the 4F32T strategy under the same conditions, with truck traffic volumes of 5%, 10%, and 15%. Conversely, the 4F32T strategy exhibits a lower delay for a truck traffic volume of 20%. The conflict rate difference between the two strategies is consistent with the conclusion of the delay difference. This indicates that for a truck traffic volume of \(\leq\)15%, the interference between trucks and passenger cars must be reduced, and HDT should be restricted to the third lane. Conversely, when the proportion of trucks reaches 20%, the second lane needs to be opened to HDT to improve overall traffic capacity. (2) Truck platooning in the separation phase through the weaving section  
Truck platooning in the separation phase means automated trucks passing through the weaving section are in the form of single trucks with a separated distance between each two trucks. Each column in Figure 5 represents the proportion of trucks in the total traffic flow. ATP with the corresponding percentage denotes the amount of automated trucks compared to the overall truck traffic. Figure 5 shows that the delays incurred by the 4F3T strategy are slightly smaller than those incurred by the 4F32T strategy under equivalent conditions, when the percentage of truck traffic is 5% and 10%. For percentages of 15% and 20%, the reverse can be observed. The conclusions of the conflict rate and delay differences between the two strategies are roughly equivalent. This indicates that when truck platooning in the separation phase is set and the proportion of trucks is \(\leq\)10%, the interference between trucks and passenger cars should be reduced, and HDT should be restricted to the third lane. Comparing the delay data between Figures 4 and 5, when truck platooning passes through the weaving section, a higher platooning percentage increases delay, whereas the converse is true when truck platooning in the separation phase passes through the weaving section. For a flow rate of 7000 veh/h and proportion of automated trucks exceeding 10%, the delay value of truck platooning in queue phase increases compared to the counterpart in the separation phase, which indicates that when truck platooning is relegated to the outermost lane, the efficiency of passage and vehicle access to the ramp  
Figure 5: Delay and conflict rate of truck platooning in the separation phase in Scenario I.  
are reduced. Conversely, when automated trucks in the separation phase pass through the weaving section, traffic efficiency increases with the increase in the proportion of automated trucks, which indicates that designating the outermost lane as an exclusive lane for truck platooning helps improve traffic efficiency. Comparing the conflict rate data in Figures 4 and 5, similar trends are seen in the presence and absence of truck platooning, and similar conflict rate values are found when the traffic rate is \(\leq\)6000 veh/h.