CN108985539B - Method and device for evaluating parking lot road planning - Google Patents
Method and device for evaluating parking lot road planning Download PDFInfo
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Abstract
A method of evaluating parking lot road plans, comprising the steps of: 1) acquiring data of a parking lot and surrounding traffic: a parking lot road planning graph, the number of parking lot gates, the section where the parking lot is located, the duration time of peripheral green lights and the number of parking spaces; 2) evaluating the traffic convenience degree of the parking lot road planning by using an objective evaluation model; 3) leading the judgment of a parking lot planner supervisor into an objective evaluation model; 4) and (4) integrating the objective evaluation model to give an evaluation index. By adopting the steps, the invention can solve the technical problems that the existing parking lot, particularly urban parking lots, has more vehicles and serious congestion, and the situation in a target parking lot is lack of understanding before the vehicles enter the parking lot, so that the congestion is aggravated after the vehicles enter the parking lot.
Description
Technical Field
The invention belongs to the technical field of computers, and particularly relates to a method for evaluating parking lot road planning.
Background
With the improvement of the daily living standard of people at present, the number of families having automobiles in China is continuously increased, and the automobile demand in China has a large rising space, so the problem of traffic inconvenience caused by the large number of vehicles is continuously deepened. Especially for the traffic problem of the parking lot, the problem of how to plan the road design and the position of the entrance and exit of the parking lot is more and more important as the number of layers of the parking lot is more and more huge and the parking lot is more and more constructed. In addition, the reasonable road planning of the parking lot can relieve the surrounding traffic problem, so the evaluation high score result of the parking lot road has guiding significance for the construction of the parking lot in the future.
However, the current parking lot design does not relate to the problem of how to design the driving road of the parking lot, only some empirical criteria or general suggestions are given, and a quantitative evaluation is not given. And moreover, all indexes of parking lot planning are not comprehensively evaluated, so that a huge gap exists in parking lot road planning design.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, and provides a method and a device for evaluating parking lot road planning, which can solve the technical problems that the existing parking lot, particularly an urban parking lot, has a lot of vehicles and serious congestion, and the situation of a target parking lot is lack of understanding before the vehicles enter the parking lot, so that the congestion is aggravated after the vehicles enter the parking lot.
The technical scheme adopted by the invention is as follows:
a method of evaluating parking lot road plans, comprising the steps of:
1) acquiring data of a parking lot and surrounding traffic: a parking lot road planning graph, the number of parking lot gates, the section where the parking lot is located, the duration time of peripheral green lights and the number of parking spaces;
2) evaluating the traffic convenience degree of the parking lot road planning by using an objective evaluation model;
3) subjective judgment of a parking lot planner is introduced into an objective evaluation model;
4) and (4) integrating the objective evaluation model to give an evaluation index.
In the step 2), the objective evaluation model is divided into a parking lot traffic index model and a parking lot outside traffic index model, and the following steps are adopted when the parking lot traffic index is obtained through the parking lot traffic index model:
(1) calculating the actual traffic capacity of the road in the parking lot;
(2) calculating the road service level of the crossroads;
(3) and determining respective weights of the two parts by using fuzzy comprehensive evaluation.
The following steps are adopted when the traffic index outside the parking lot is obtained through the traffic index model outside the parking lot:
(1) calculating a BPR resistance value;
(2) calculating the theoretical traffic capacity of surrounding vehicles;
(3) calculating an ability to reduce the degree of impedance;
(4) and determining respective weights of the three parts by using fuzzy comprehensive evaluation.
In step 3), the following steps are specifically adopted:
(1) a planner gives a rating according to the parking lot road pattern and further gives an evaluation of the road pattern by using an analytic hierarchy process;
(2) and (4) giving final evaluation by integrating the pass indexes in the parking lot, the pass indexes outside the parking lot and the subjective judgment of a planner.
Still include the device of evaluation parking area road planning, the device includes the acquisition module: for inputting critical parameters or words;
the traffic capacity evaluation module in the parking lot: the system is used for calculating the actual traffic capacity of the road in the parking lot and the road service level of the cross road, and determining the weights of the actual traffic capacity and the cross road by utilizing fuzzy comprehensive evaluation;
the traffic index evaluation module outside the parking lot is used for calculating the BPR resistance value, the theoretical traffic capacity of surrounding vehicles, the capacity of reducing the blocking degree and determining the weight of the BPR resistance value and the theoretical traffic capacity of the surrounding vehicles by fuzzy comprehensive evaluation;
the parking lot planner subjective evaluation module is used for applying the subjective judgment of the parking lot planner to the AHP hierarchical analysis model;
and the comprehensive evaluation generation module is used for giving out final comprehensive evaluation.
The device for evaluating the parking lot road plan comprises a processor and a memory, wherein the processor is used for storing the execution of the instructions in the processor.
And in the step 1), acquiring the total length of the planned road of the parking lot, the number of gates of the parking lot, the section where the parking lot is located, the duration of peripheral green lights and the number of parking spaces through the drawing for planning the parking lot.
The total length of the parking lot road automatically finds the shortest distance between two points of each exit of the parking lot by using a Floyed algorithm, and then sums to obtain the total length of the parking lot road.
In the objective evaluation model, indices evaluated by five initial quantities are required: the actual traffic capacity of the road in the parking lot, the road service level of the crossroads, the BPR resistance value, the theoretical traffic capacity of the surrounding vehicles and the capacity of reducing the blocking degree are evaluated together.
Firstly, the actual traffic capacity of the roads in the parking lot and the road service level of the cross roads are used as a group of traffic indexes in the parking lot for determining the weight, and a fuzzy comprehensive evaluation method is used for determining the weight. And determining the weight by taking the BPR resistance value, the theoretical traffic capacity of the surrounding vehicles and the capacity of reducing the blocking degree as a group of traffic indexes outside the parking lot, wherein the determination method is also fuzzy comprehensive evaluation.
By adopting the structure, the invention has the technical effects that:
1) the evaluation index can be quantified. The evaluation model used by the invention is extracted from the traffic evaluation model which is actually checked, so that the quantized indexes can well guide practice;
2) the design indexes of the road inside the parking lot can be comprehensively evaluated. The method solves the problems that the existing method for evaluating the one-sidedness of the road inside the parking lot overcomes the defect that the quality cannot be obtained in many aspects of the road planning of the parking lot, and information in all aspects of the road is comprehensively evaluated;
3) taking into account factors around the parking lot. Therefore, the flexibility and the comprehensiveness of the evaluation are improved, and some correction coefficients are applied and can be changed by a planner according to the actual situation, so that the evaluation result is more suitable for the local situation;
4) the evaluation efficiency is improved. The planner can give the results quickly by simply entering the specified parameters as required.
Drawings
FIG. 1 is an overall framework flow diagram of the present invention;
FIG. 2 is a flow chart of a traffic capacity assessment module in the parking lot according to the present invention;
FIG. 3 is a flow chart of a traffic capacity evaluation module outside the parking lot according to the present invention;
FIG. 4 is a flow chart of a comprehensive evaluation combining subjective judgments by planners;
FIG. 5 is a block diagram of an apparatus for evaluating parking lot road plans according to the present invention;
FIG. 6 is a block diagram of a hardware configuration of the apparatus for evaluating parking lot road plans according to the present invention;
FIG. 7 is a table of values of longitudinal adhesion coefficient ξ;
FIG. 8 is a table of the correction factor for crosstalks versus traffic capacity;
FIG. 9 is a United states vehicle cross service level table;
FIG. 10 is a table of interleaved flow ratio correction coefficients;
FIG. 11 is a traffic congestion index table for a vehicle traveling;
FIG. 12 is a table of interference level coefficients;
FIG. 13 is a chart of possible vehicle traffic capacities for nearby lanes;
FIG. 14 is a table of vehicle model conversion coefficients;
FIG. 15 is a traffic wave model table;
fig. 16 is a schematic diagram of the concentration wave and the evacuation wave of the density of traffic flow in the traffic wave.
Detailed Description
As shown in fig. 1, a method for evaluating parking lot road planning includes the following steps:
1) acquiring data of a parking lot and surrounding traffic: a parking lot road planning graph, the number of parking lot gates, the section where the parking lot is located, the duration time of peripheral green lights and the number of parking spaces;
2) evaluating the traffic convenience degree of the parking lot road planning by using an objective evaluation model;
3) subjective judgment of a parking lot planner is introduced into an objective evaluation model;
4) and (4) integrating the objective evaluation model to give an evaluation index.
In the step 2), the objective evaluation model is divided into a parking lot traffic index model and a parking lot outside traffic index model, and the following steps are adopted when the parking lot traffic index is obtained through the parking lot traffic index model:
(1) calculating the actual traffic capacity of the road in the parking lot;
(2) calculating the road service level of the crossroads;
(3) and determining respective weights of the two parts by using fuzzy comprehensive evaluation.
The following steps are adopted when the traffic index outside the parking lot is obtained through the traffic index model outside the parking lot:
(1) calculating a BPR resistance value;
(2) calculating the theoretical traffic capacity of surrounding vehicles;
(3) calculating an ability to reduce the degree of impedance;
(4) and determining respective weights of the three parts by using fuzzy comprehensive evaluation.
In step 3), the following steps are specifically adopted:
(1) a planner gives a rating according to the parking lot road pattern and further gives an evaluation of the road pattern by using an analytic hierarchy process;
(2) and (4) giving final evaluation by integrating the pass indexes in the parking lot, the pass indexes outside the parking lot and the subjective judgment of a planner.
And in the step 1), acquiring the total length of the planned road of the parking lot, the number of gates of the parking lot, the section where the parking lot is located, the duration of peripheral green lights and the number of parking spaces through the drawing for planning the parking lot. The total length of the parking lot road is automatically found out by using a Floyed algorithm, and the shortest distance between two points of each exit of the parking lot is automatically found out, so that the total length of the parking lot road is obtained by summing.
In the objective evaluation model, indices evaluated by five initial quantities are required: the actual traffic capacity of the road in the parking lot, the road service level of the crossroads, the BPR resistance value, the theoretical traffic capacity of the surrounding vehicles and the capacity of reducing the blocking degree are evaluated together.
Firstly, the actual traffic capacity of the roads in the parking lot and the road service level of the cross roads are used as a group of traffic indexes in the parking lot for determining the weight, and a fuzzy comprehensive evaluation method is used for determining the weight. And determining the weight by taking the BPR resistance value, the theoretical traffic capacity of the surrounding vehicles and the capacity of reducing the blocking degree as a group of traffic indexes outside the parking lot, wherein the determination method is also fuzzy comprehensive evaluation.
The parking lot is divided into 5 stages, and the evaluation criteria are respectively determined by the density (daily traffic number) of vehicles in the loop around the parking lot. The formula is as follows:
wherein, the basic traffic capacity is the traffic capacity under an ideal road, and the calculation formula is given by the following formula:
wherein t is the reaction time of the driver (generally 2 seconds), ξ is the adhesion coefficient of the tire and the road surface, as shown in the following table; laFor minimum safe parking clearance between vehicles,/bIs the average length of the vehicle. The longitudinal attachment coefficient xi is shown in figure 7,
because R isBFor the ideal vehicle traffic capacity, considering the problems of the actual road and the driving itself, R needs to be adjustedBCorrecting to obtain the actual possible traffic capacity RpComprises the following steps:
Rp＝RB·n·η1·η2
wherein R isBN is the number of passable lanes, eta is the basic traffic capacity1Influencing the correction factor for the overall characteristics of the driver, eta2For the lateral disturbance correction coefficient, the driver overall characteristic influence correction coefficient takes 1, and the lateral disturbance coefficient table is shown in fig. 8.
Since the parking lot is connected with the road, the number of the passable lanes can be calculated by the exit of the parking lot to the road, and the conversion equation is as follows:
where Δ n is the number added in conversion to the standard road, w1Average width of the parking lot exit, n1The exit number of the parking lot is w is the general road width, the width w of a single-lane road specified by the national standard is 3.25 m, and the correction coefficient formula eta of the parking lot door is3Comprises the following steps:
wherein n is3Is the number of parking spaces.
In summary, the actual traffic capacity is known as:
R＝γ·Rp＝γ·RB·(n+Δn)·η1·η2
wherein γ is a ratio of the maximum accommodated vehicle amount to the predicted accommodated vehicle amount, RpIs the actual possible traffic capacity of the vehicle.
For an example, the criterion of the service level of the vehicle at the intersection according to the relevant provisions of the United states handbook of transportation is shown in FIG. 9.
According to the data in the table, the road service level can be clearly known.
And the delay formula of each vehicle at the intersection is calculated as follows:
where T is the signal period length, TgThe effective green duration, x is the lane group V/C or saturation, which refers to the ratio of the maximum accommodated vehicle quantity (passable capacity) to the predicted accommodated vehicle quantity under ideal conditions.
The zone is an interleaving zone, so the traffic capacity calculation formula is as follows:
Cw＝Cy·rs·rN·rL·rVR·rp
wherein, CwThe road traffic capacity (pcu/h) of the interweaving area; r issA correction coefficient being of an interleaved zone type; r isNFor the correction coefficient of the number of lanes in the interleaved zone, r is the correction coefficient of the interleaved zone of 2, 3, 4 and 5 lanesNThe values are 1.8, 2.4, 3.6 and 4 respectively; r isLA correction factor for the length of the interleaved zone; r isVRCorrecting the coefficient for the interleaving flow ratio; r isPIn order to correct the coefficient in a busy area, the calculation formula is as follows:
wherein r is3Is in a luxurious area grade.
rVRThe value of the correction factor for the interleaving region length can be found by the table in fig. 10.
And after the traffic index in the parking lot is calculated, calculating the traffic index outside the parking lot.
The flow of calculating the traffic indicator outside the parking lot is shown in figure 3,
wherein, calculating the BPR resistance value:
the first step: and calculating the travel time. The calculation formula is as follows:
wherein L isrRepresenting the length of the road in the area; srIndicates the area of the region (when Lr>Effective road length at 3.5 meters). The traffic speed can be increased under the ideal condition by increasing the density of the road network, and the calculation formula is as follows:
wherein v is0Representing the original peripheral road traffic speed, p0Is the road network density of the surrounding roads. Therefore, the time taken for travel is:
wherein, t0Representing the time consumed by traveling around the road.
Therefore, it takes time for a vehicle to travel in a parking lot:
for a large number of vehicles traveling, the travel time also causes the change of the traffic congestion index, and the judgment standard is shown in fig. 10.
From the table in fig. 10, the road traffic congestion index of the open parking lot in a certain area can be obtained.
The second step: the BPR impedance function is used as a measure of traffic congestion. Without improvement, the BRT impedance function is:
Tij＝βij+κij·fij
wherein ij represents a process from the link i to the link j; t isijRepresenting travel time during the section ij, in units: second(s); kappaijTravel time, unit, representing free passage during a section ij: second(s); kappaijThe calculation formula of (2) is as follows:
wherein δ is 0.15 and λ is 0.4; vijRepresenting the passability on the section ij; cijIndicating a basic capacity on the section ij; kappaijA delay parameter representing a distance in the section ij; f. ofijFlow rate during the course of the section ij is expressed in units: veh/h, wherein f is calculatedijThe formula of (1) is:
fij＝Z3·350
wherein Z is3Indicating the level of the segment.
The newly-increased road in city is the branch road link in city, mostly mixes the traffic, therefore receives bicycle and pedestrian's influence, and its interference coefficient to the trafficability is:
wherein e represents the disturbance coefficient of the bicycle; q. q.sbTraffic volume represented as a bicycle; rbRepresenting the capacity of the bicycle; winAnd WvRespectively representing the width of a one-way non-motor vehicle and the width of a one-way motor vehicle lane; wherein R isbThe calculation formula of (2) is as follows:
wherein Z is3The grade of the section is the grade of the section; z2The number of doorways of the parking lot.
And the disturbance correction coefficient values for the road traffic capacity for bicycles and pedestrians are given by the table in fig. 11.
In summary, the BPR impedance function model after modification by the correction value is:
substituting e and other correlation quantities to obtain D:
calculating QbikeThe formula of (1) is:
wherein x3Is the grade of the location, x2The number of doorways of the parking lot.
From the above model, the BPR resistance value degree can be calculated.
Calculating the theoretical traffic capacity of the surrounding vehicles:
the theoretical passing capacity of the vehicle can be calculated by the number of passing vehicles in unit time, and the calculation formula is as follows:
wherein R isthRepresenting a preliminary vehicle theoretical capacity calculation, unit: pcu/h; h issTime per vehicle pass on average, unit: second(s);
currently, the vehicle probable traffic capacity values for the lanes near the cell are shown in the table in fig. 12.
Finally, the possible traffic capacity formula of the lanes near the cell is obtained:
Rp＝Rth·λ·e·cw
calculating the ability to reduce the degree of impedance:
for the prediction available from the poisson model for the vehicle entering the parking lot from the main road, in order to convert the entering vehicle into a standard type vehicle, a vehicle model conversion factor is introduced here as shown in the table in fig. 13.
The average value (expected np) of the searched data is obtained by conversion of the vehicle coefficient. According to the literature, the probability of vehicle arrival can be approximately processed by Poisson distribution, and the corresponding Poisson parameter calculation formula is as follows:
therefore, the probability of the passing vehicle selecting to enter the parking lot for passing is obtained (note that the value of lambda is related to the width of the open intersection of the parking lot).
At this time, a traffic wave model is introduced, which can be simplified to fig. 14.
According to the continuity principle of traffic flow in the traffic wave theoretical model, the following can be obtained:
N＝ur1·ρ1·t＝ur2·ρ2·t
wherein u isr1＝u1-uwRepresenting a previous vehicle flow speed; u. ofr2＝u2-uwIndicating the speed of the latter vehicle;
therefore, the method comprises the following steps:
N＝(u1-uw)·k1·t＝(u2-uw)·k2·t
wherein, it is made
Then u iswMay indicate the speed of the vehicle at which it is stuck; q. q.s1And k is1Traffic flow of the previous state, q2And k is2The units of the traffic flow in the state are veh/h and veh/km, u1Average vehicle speed of the previous state, u2The unit is km/h, which is the average vehicle speed for that state.
There are two states of traffic waves, one being a bulk wave and the other being a rarefaction wave, as shown in fig. 15.
In fig. 15, the dashed line represents a change boundary of the traffic density, and the solid line represents a traffic flow line. Wherein AB represents a boundary line for transition from a low density state to a high density state, and the traffic flow wave is a concentration wave at the moment; on the contrary, AC represents the boundary of transition from the high density state to the low density state, and at this moment, the traffic wave is a dispersive wave, and the slope thereof represents the wave speed.
At present, traffic jam in cities often occurs at traffic lights, so that a green light end point state (no traffic jam) can be selected as a previous state and a green light starting point state (traffic jam) is selected as an end state during state selection, and q is the moment2May be taken to be 0 and the blocking density p2And free stream density ρ1Can be given by the data of looking for (the index of different prosperous sections is different at this moment), then the speed of staying when not traffic congestion is:
the maximum length that detains car (traffic congestion) correspondence is:
Lmax＝uw1·tg
wherein, tgIndicating the duration of the green light. According to the formula, the traffic jam length of the vehicle passing through the parking lot in the rush hour can be reasonably predicted.
And the blocking density of the vehicle can be reduced when the vehicle passes through the parking lot, and the reduction amount is expected to be:
wherein n is2The traffic jam time is within one kilometer, and the unit of the vehicle speed is km/h; n is3Length of parking lot, unit: and km.
The reduced length of traffic congestion during peak hours is then:
and determining respective weights of the three parts by using fuzzy comprehensive evaluation.
And after the objective comprehensive model evaluation is completed through calculation, the subjective judgment of the parking lot planners is introduced into the evaluation model.
As shown in fig. 4, the evaluation process is as follows:
the subjective judgment of the parking lot planner should be based on the type of exit of the parking lot, which is shown in fig. 16.
And (4) determining the evaluation level of each intersection in the analytic hierarchy process according to the experience of a planner, and further determining the analytic hierarchy process scheme layer.
And after the subjective comprehensive model evaluation is completed, the evaluation models are integrated to give evaluation indexes. With particular reference to figure 4.
The overall degree of traffic improvement was:
hi＝(1+w1i·ri+w2i·ei)·w3i
wherein, w1iThe weight of the traffic index in the parking lot; r isiThe traffic index in the parking lot is obtained; w is a2iThe weight of the traffic index outside the parking lot; e.g. of the typeiIs a traffic index outside a parking lot; w is a3iThe weights are derived from the shape of the cell intersections using an analytic hierarchy process.
And finally, whether the garage route planning is convenient for traffic in and out of the field is evaluated by the method.
Fig. 5 is a block diagram illustrating an apparatus for evaluating parking lot road planning according to an exemplary embodiment, and referring to fig. 5, the apparatus includes:
the obtaining module 11, the parameters required to be input in the formula need to be input by suggestive statements, for example, data of a parking lot and surrounding traffic are obtained: the method comprises the following steps of (1) calculating a parking lot road planning graph, the number of parking lot gates, a section where a parking lot is located, the duration time of peripheral green lights, the number of parking spaces and the like, and calculating the total length of the parking lot road and the section where the parking lot is located;
the parking lot traffic capacity evaluation module 12 is used for calculating the actual traffic capacity of the road in the parking lot and the road service level of the cross road, and determining the weights of the actual traffic capacity and the cross road by utilizing fuzzy comprehensive evaluation;
the parking lot traffic capacity evaluation module 13 is used for calculating the BPR resistance value, the theoretical traffic capacity of surrounding vehicles, the capacity of reducing the blocking degree and determining the weight of the BPR resistance value and the theoretical traffic capacity of the surrounding vehicles by fuzzy comprehensive evaluation;
the parking lot planner subjective evaluation module 14 is used for applying the subjective judgment of the parking lot planner to the AHP hierarchical analysis model;
a comprehensive evaluation generation module 15 for giving a final comprehensive evaluation;
fig. 6, further comprising a device for evaluating parking lot road plans, the device comprising an acquisition module 1: for inputting critical parameters or words;
parking lot traffic capacity evaluation module 2: the system is used for calculating the actual traffic capacity of the road in the parking lot and the road service level of the cross road, and determining the weights of the actual traffic capacity and the cross road by utilizing fuzzy comprehensive evaluation;
the traffic index evaluation module 3 outside the parking lot is used for calculating the BPR resistance value, the theoretical traffic capacity of surrounding vehicles, the capacity of reducing the blocking degree and determining the weight of the BPR resistance value and the theoretical traffic capacity of the surrounding vehicles by fuzzy comprehensive evaluation;
the parking lot planner subjective evaluation module 4 is used for applying the subjective judgment of the parking lot planner to the AHP hierarchical analysis model;
and the comprehensive evaluation generating module 5 is used for giving out final comprehensive evaluation.
As shown in fig. 7, the apparatus for evaluating parking lot road plans comprises a processor 6 and a memory 7, wherein the processor 6 is used for storing the execution of instructions in the processor 7.
Claims (5)
1. A method of evaluating parking lot road plans, comprising the steps of:
1) acquiring data of a parking lot and surrounding traffic: a parking lot road planning graph, the number of parking lot gates, the section where the parking lot is located, the duration time of peripheral green lights and the number of parking spaces;
2) evaluating the traffic convenience degree of the parking lot road planning by using an objective evaluation model;
3) subjective judgment of a parking lot planner is introduced into an objective evaluation model;
4) synthesizing an objective evaluation model to give an evaluation index;
in the step 2), the objective evaluation model is divided into a parking lot traffic index model and a parking lot outside traffic index model, and the following steps are adopted when the parking lot traffic index is obtained through the parking lot traffic index model:
(1) calculating the actual traffic capacity of the road in the parking lot;
(2) calculating the road service level of the crossroads;
(3) determining respective weights of the two parts by using fuzzy comprehensive evaluation;
the following steps are adopted when the traffic index outside the parking lot is obtained through the traffic index model outside the parking lot:
(1) calculating a BPR resistance value;
(2) calculating the theoretical traffic capacity of surrounding vehicles;
(3) calculating an ability to reduce the degree of impedance;
(4) determining respective weights of the three parts by using fuzzy comprehensive evaluation;
in step 3), the following steps are specifically adopted:
(1) a planner gives a rating according to the parking lot road pattern and further gives an evaluation of the road pattern by using an analytic hierarchy process;
(2) and (4) giving final evaluation by integrating the pass indexes in the parking lot, the pass indexes outside the parking lot and the subjective judgment of a planner.
2. The method of evaluating parking lot road plans according to claim 1, characterized in that: and in the step 1), acquiring the total length of the planned road of the parking lot, the number of gates of the parking lot, the section where the parking lot is located, the duration of peripheral green lights and the number of parking spaces through the drawing for planning the parking lot.
3. The method of evaluating parking lot road plans according to claim 2, characterized in that: and automatically finding the shortest distance between two points of each exit of the parking lot by using a Floyed algorithm, and summing to obtain the total length of the road of the parking lot.
4. The method of evaluating parking lot road plans according to claim 1, characterized in that: in the objective evaluation model, indices evaluated by five initial quantities are required: the actual traffic capacity of the road in the parking lot, the road service level of the crossroads, the BPR resistance value, the theoretical traffic capacity of the surrounding vehicles and the capacity of reducing the blocking degree are evaluated together.
5. The method of evaluating parking lot road plans according to claim 4, characterized in that: firstly, determining the weight by taking the actual traffic capacity of the road in the parking lot and the road service level of the cross road as a group of traffic indexes in the parking lot, wherein the determination of the weight uses a fuzzy comprehensive evaluation method; and determining the weight by taking the BPR resistance value, the theoretical traffic capacity of the surrounding vehicles and the capacity of reducing the blocking degree as a group of traffic indexes outside the parking lot, wherein the determination method is also fuzzy comprehensive evaluation.
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| CN110245847B (en) * | 2019-05-29 | 2022-08-05 | 河海大学 | Evaluation method based on parking lot parking space layout and vehicle parking behavior |
| CN111428964B (en) * | 2020-02-25 | 2023-06-06 | 哈尔滨工业大学 | Site planning method for calibrating road key metering index detection equipment |
| CN111507519A (en) * | 2020-04-14 | 2020-08-07 | 国网北京市电力公司 | Parking space layout method and device for parking lot, storage medium and processor |
| CN114596701B (en) * | 2022-01-27 | 2023-02-28 | 中国人民解放军陆军工程大学 | Method for evaluating entrance and exit modes and optimal spacing of parking units in underground parking system |
| CN114842667B (en) * | 2022-04-01 | 2024-01-16 | 合众新能源汽车股份有限公司 | Parking navigation method, device and network equipment |
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| CN113283762B (en) | 2024-03-15 |
| CN113283762A (en) | 2021-08-20 |
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