## 5 The Model of Traffic Allocation
### Model Description  
In this model, the vehicles with fuel demand \(q_{At}^{m}\) in the current time period \(t\in T\) are allocated based on time series, and the allocation method is based on the path selection with the minimum negative effect. Therefore, the negative effect cost of each part is taken as the edge weight. When the weights are the same, the alternative paths with the same weight are allocated based on the shortest path principle. Assuming that the side weight of the path link \(a\in A\) is the sum of the weight of the path link and the weight of the energy supply station within the time period \(t\in T\), where the path link \(a_{j}\) is located before the station \(S_{j}\), that is, the energy replenishment vehicle passes through the first \(a_{j}\) path link and arrives at the station \(S_{j}\), then the side weight of the path link is:  
\[W_{a.t}=\eta(C_{a.t}(x_{a})+Fl_{a}p_{v})+(1-\eta)NE_{s_{j}}^{a.t}\delta_{a}, \tag{14}\]  
where \(\eta\) is the weight coefficient, and \(F\) is the energy consumption cost per unit link length; \(\delta_{a}\) is the binary variable, where \(\delta_{a}\) is 1 indicates that there is an energy supply site, and 0 indicates that there is no energy supply site available. The symbols and descriptions of this model are shown in Table 4:  
\begin{table}
\begin{tabular}{c c} \hline \hline
**Sets** & **Descriptions** \\ \hline \(A\) & Set of all links in a network \(a\in A\) \\ \(p\) & Set of all links in a network \(p\in P\) \\ \(N\) & Network node set \\ \(S\) & Set of all energy supply sites in a network node \(s\in S\), \(S\in N\) \\ \(W\) & Network of vehicle travel OD pairs set \(w\in W\) \\ \(D\) & Set of vehicles with complementary energy requirements in the network \(\forall d\in D\) \\ \hline \hline \multicolumn{2}{c}{Parameters} & Descriptions \\ \hline \hline \(a_{e}^{w}\) & Ratio of charging demand between OD pairs \(w\in W\) \\ \(r\) & Ratio coefficient of electric vehicle to fuel vehicle volume \\ \(F_{e}\) & Electricity cost per link length \\ \(F_{g}\) & Fuel cost per link length \\ \(p_{v}^{c}\) & Unit time value of electric vehicle driver \\ \(q_{t}^{w}\) & Total traffic flow between OD pairs \(w\in W\) in the time period \(t\in T\) \\ \(\delta_{a,p}^{w}\) & In the path \(p\in P^{w}\) between OD pairs \(w\in W\), if there is no energy supplement requirement for the path link \\ \(a\in A\), the value is 1; otherwise, the value is 0 \\ \(\delta_{a,p}^{us}\) & In the path \(p\in P^{w}\) between OD pairs \(w\in W\), the energy replenishment for the path link \(a\in A\) is required. \\ \multicolumn{2}{c}{The energy replenishment for the vehicle at the station \(s\in S\), the value is 1; otherwise, the value is 0} \\ \hline \multicolumn{2}{c}{Variables} & Descriptions \\ \hline \(x_{a.t}\) & The total amount of traffic on a path \(a\in A\) in a time period \(t\in T\) \\ \(x_{g.t}^{g}\) & The flow of fuel vehicles on a path \(a\in A\) in a time period \(t\in T\) \\ \(x_{a.t}^{e}\) & The flow of electric vehicles on a path \(a\in A\) in a time period \(t\in T\) \\ \(x_{a.t}^{d}\) & The traffic flow that needs to be replenished on a  
the capacity and flow of different links, which will inevitably have an important impact on the choice of vehicle route. Path-link are divided into three grades, and different grades are represented by arrows of different thicknesses. Path-link 1, 2, 5, 6, 7, 10, 12, 13, 14, and 19 are the first level; path-link 3, 9, 11, 12, 15, 17, 18, and 20 are the second level, and path-link 4 and 8 are the third level. According to the link level location of each node, the peak data on the actual corresponding grade road is selected for calculation. Figure 3 shows the negative effect changes of four stations from Monday to Thursday from 6:00 a.m. to 12:00 a.m. It can be seen that the negative effect cost reaches a high peak in the morning peak period of nodes 6 and 10.