CN112365709B - Low-carbon configuration optimization method for typical on-road parking berth - Google Patents
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Abstract
The invention discloses a low-carbon configuration optimization method for typical on-road parking berths, and belongs to the technical field of traffic system planning. The method comprises the steps of firstly obtaining various data of road sections on which the in-road parking is set and planned to be set, carrying out low-carbon in-road parking optimization configuration on the traffic environment with data collection conditions by using a carbon emission calculation model and a carbon emission comparison method, carrying out low-carbon in-road parking optimization configuration on the traffic environment with data collection difficulty by using the carbon emission calculation model and a saturation coordinate method, and finally evaluating the low-carbon emission reduction effect on the parking configuration schemes before and after optimization. The low-carbon configuration optimization method can not only provide reference for configuration and optimization links of in-road parking, but also show that the configuration optimization result shows that the method can effectively reduce the total amount of in-road parking carbon emission of cities, and has positive significance for traffic emission reduction and overall energy conservation and emission reduction of the cities.
Description
Technical Field
The invention belongs to the technical field of traffic system planning, and particularly relates to a low-carbon configuration optimization method for typical on-road parking berths.
Background
With the continuous and rapid development of national economy in China, motor vehicles rapidly enter families, cities also have the problems of traffic jam and air pollution, China currently faces huge emission reduction pressure, and two ways are mainly used for reducing carbon emission, namely, the emission of greenhouse gases is controlled or reduced by researching and developing new materials and new technologies, namely, the emission is technically reduced; secondly, the production and living activities of residents are regulated by adjusting the industrial structure, the urban planning layout, the traffic facility configuration and the like, so that the energy consumption is reduced, the energy utilization efficiency is improved, and the method is called structural formula emission reduction. The parking facility is an important ring in an urban traffic system, and the reasonable configuration of the parking facility can effectively promote the energy conservation and emission reduction of cities.
Parking traffic is an important component of a traffic system and also an important link in traffic planning work, and has a corresponding influence on carbon emission. On one hand, the supply structure, the configuration index, the management policy and the like of parking traffic have great influence on the selection of the travel mode of urban residents, and how to use the parking supply as a lever makes the parking supply an important tool for adjusting the travel mode structure of the residents has very important practical significance. On the other hand, the arrangement forms of the in-road parking berths are different, so that the carbon dioxide emission amount generated by parking operation when the vehicle runs at low speed is different, the interference to the traffic flow of a road section is different, and the unreasonable parking arrangement form can cause the problems of increased traffic energy consumption and reduced traffic operation efficiency, so that the research on the in-road parking carbon emission characteristics of cities and facility arrangement methods thereof is one of important means for reducing the carbon emission of urban traffic, improving the energy utilization rate of vehicles and improving the environment.
Disclosure of Invention
In order to solve at least one of the above technical problems, according to an aspect of the present invention, there is provided a low-carbon configuration optimization method for a typical on-road parking lot, including the steps of,
s1: acquiring the motor vehicle saturation, the non-motor vehicle saturation and the smooth speed v of the road section where the set and planned set in-road parking is performed0And rate of steric hindrance RbTime lag rate RtDaily cumulative number of stops for road section
Parallel arrangement form of parking in each road section and traffic volume of road section
And the time T required for the motor vehicle to pass through the road sectioni；
S2：
2a, if the data in S1 has the collection condition: calculating carbon emission generated when different in-road parking setting forms are respectively set on each road section by using a carbon emission calculation model, selecting a low-carbon in-road parking setting form, and performing in-road parking optimal configuration;
2b, if data collection in S1 is difficult:
by comparing the magnitude relation of the carbon emission calculation model, drawing a relation graph of carbon emission, motor vehicle saturation and non-motor vehicle saturation in different in-road parking setting forms to obtain the relation of in-road parking total carbon emission, motor vehicle saturation and non-motor vehicle saturation, so that a low-carbon in-road parking setting form is selected;
according to the obtained motor vehicle saturation and non-motor vehicle saturation, combining the requirements of the urban road parking space setting specification on the V/C ratio, and constraining and selecting a low-carbon road parking setting form, wherein V is traffic volume and C is traffic capacity;
s3: and evaluating the scheme according to the configuration result, and comparing and optimizing the low-carbon emission reduction effect of the configuration scheme before and after the comparison from indexes such as daily average parking carbon emission, annual average parking carbon emission, emission reduction proportion and the like.
For the data collection in the step S1, when the number of the researched road segments is small, such as when research is performed on a specific road segment, it is often easy to collect data together, so that the optimal configuration of on-road parking is conveniently performed by adopting the method of step 2a in S2, which is called a carbon emission comparison method; when the research area is large, such as the whole city area or a specific city area, it is often difficult to collect all data, and it is convenient to adopt the 2b step method in S2 to perform the in-road parking optimization configuration, which is called a saturation coordinate method.
Further, the present scheme divides the in-road parking carbon emissions into direct carbon emissions generated by parked vehicles and indirect carbon emissions generated by vehicles operating on a road section due to the influence of in-road parking on the traffic flow, according to the generation sources, and calculates the sum of the direct carbon emissions and the indirect carbon emissions as the carbon dioxide evaluation index value of the 2 a-step method in S2.
Further, in the step 2b in S2, according to the acquired saturation of the motor vehicle and the saturation of the non-motor vehicle, the scheme combines the requirements of the urban road parking lot setting specification GA/T850-.
According to the low-carbon configuration optimization method for the typical in-road parking space, provided by the embodiment of the invention, optionally, the saturation of the motor vehicle is Vm/CmIn which V ismFor motor vehicle traffic volume, CmThe traffic capacity of the motor vehicle;
saturation of non-motor vehicle is Vn/CnIn which V isnFor non-motor vehicle traffic, CnThe traffic capacity of the non-motor vehicle;
rate of steric hindrance RbB/B, wherein B is the width of a road occupied by a parking belt in the road, and B is the total width of the road;
rate of time lapse RtIs T'/TintervalWherein T' is the total influence time of on-road parking in the statistical interval, TintervalThe interval time is counted.
More specifically, the rate of steric hindrance RbB is the width of a road surface occupied by the in-road parking space, does not include a sidewalk and a green belt, and is taken according to the geometric dimension of a standard parking space, and in general, when parallel in-road parking is arranged on one side or two sides of the road, b is 2.5m or 5 m; when a vertical parking space is arranged on one side or two sides of the road, b is 6m or 12 m; and B is the road surface width of the road for parking in the road, the road surface width does not include sidewalks and green belts, if the parking is set on one side, the width of the road on one side of the parking belt is set, and if the parking is set on two sides, the total width of the road is set.
Rate of time lapse RtThe delay of the traffic flow of the road section caused by the parking in the road is depicted.
According to the low-carbon configuration optimization method for the typical in-road parking space of the embodiment of the invention, optionally, the in-road parking setting forms include a parallel type, a road surface vertical type and a sidewalk vertical type.
According to the low-carbon configuration optimization method for the typical in-road parking space in the embodiment of the invention, optionally, the calculation model of the carbon emission in S2 is as follows:
Edirect＝α·Vm/Cm+β·Vn/Cn+ε
Eindirect＝0.0002(v1 2-v2 2)-0.025(v1-v2)+0.923
in the formula: eonstreetThe total carbon emission, g/d, generated by parking in an urban road for one day;
Edirectdirect carbon emission amount generated by parking in a road for one time, g/time;
Vm/Cmthe saturation of the motor vehicle is dimensionless;
Vn/Cnthe saturation of the non-motor vehicle is dimensionless;
alpha, beta and epsilon are parameters to be calibrated and constants of the direct carbon emission model;
Eindirectthe affected indirect carbon emission rate, g/(s · veh), for a vehicle traveling on an in-road parking stretch;
Tithe average time length s required for the vehicle to pass through the road section i;
v0the speed is the smooth speed of the road section, km/h;
v is the speed of the running vehicle on the road section, km/h;
v1the speed is km/h when no in-road parking berth is set;
v2to set the speed after an in-road parking lot,km/h；
Rbthe space obstacle rate is dimensionless;
Rtis the time barrier rate, dimensionless;
k1，k2，αm，βm，αn，βnconstant as the parameter to be calibrated for indirect carbon emission.
According to the low-carbon configuration optimization method for the typical in-road parking space of the embodiment of the invention, optionally,
in step 2a of S2, the setting modes of parking in the road include a parallel type, a road surface vertical type and a sidewalk vertical type;
in step 2b of S2, the setting form of the in-road parking includes a parallel type and a road surface vertical type.
The 2b step method of S2 shows that the carbon emission generated by the vertical type of sidewalk is much higher than that generated by the parallel type and the vertical type of road surface under the traffic environment such as the town area where data collection is difficult, and the parallel type and the vertical type of road surface have advantages and disadvantages under different road traffic conditions, so that the scheme only adopts the parallel type and the vertical type of road parking setting mode for the traffic environment of the 2b step applicable to S2.
According to the low-carbon configuration optimization method for the typical on-road parking lot of the embodiment of the invention, optionally, in the step 2b of S2,
by comparing the magnitude relation of the carbon emission calculation model, drawing the relation between the direct carbon emission in the parallel in-road parking setting form and the saturation of the motor vehicle and the saturation of the non-motor vehicle, drawing the relation between the direct carbon emission in the road vertical in-road parking setting form and the saturation of the motor vehicle and the saturation of the non-motor vehicle, solving the intersection line of the two relation graphs and projecting the intersection line on Vm/Cm-O-Vn/CnA plane;
v is set according to survey measurement data on urban roads0、Rb、RtDrawing the relationship between the indirect carbon emission in the setting form of parallel in-road parking and the saturation of the motor vehicle and the saturation of the non-motor vehicle, and drawing the in-road parking in the vertical road on the road surfaceThe relationship between indirect carbon emission and the saturation of the motor vehicle and the saturation of the non-motor vehicle is obtained, the intersection line of the two relationship graphs is calculated and projected on Vm/Cm-O-Vn/CnA plane;
superimposing direct and indirect carbon emissions projection on Vm/Cm-O-Vn/CnThe intersection line relation of the planes is obtained as Vn/Cn＝xVm/Cm+ y, where x and y are constants, v0、Rb、RtThe different values of (A) and (B) can obtain different values of x and y, and the relation of the total carbon emission of the vehicle parking in the road and the saturation of the vehicle and the saturation of the non-vehicle is obtained, namely when Vn/Cn>xVm/Cm+ y or when Vn/Cn＜xVm/Cm+ y, the parallel in-road parking configuration will result in less or more total carbon emissions than a vertical road surface, and thus a low carbon in-road parking configuration is selected accordingly.
According to the low-carbon configuration optimization method for the typical in-road parking berth, provided by the embodiment of the invention, optionally, the average daily parking carbon emission in the step S3 is the carbon dioxide amount generated by parking in one day, and the unit kg/d; the annual average parking carbon emission is a value obtained by converting the daily average parking carbon emission into one year, and the emission reduction ratio is the percentage of the reduced daily average parking carbon emission to the daily average parking carbon emission before the optimal configuration.
When carbon emission is calculated in the scheme, daily average data are input, so that emission reduction effects of the watching peak period and the peak leveling period can be balanced, and the emission reduction effect of the scheme can be evaluated more comprehensively.
Compared with the prior art, the low-carbon configuration optimization method for the typical on-road parking space has the following beneficial effects:
the urban on-road parking is taken as a research object, a parking carbon emission calculation model is established, a low-carbon configuration optimization method of a typical on-road parking berth is designed, and reference is provided for on-road parking configuration planning. For a specific road section of a city, the evaluation and comparison selection of the in-road parking setting scheme can be effectively carried out by adopting a carbon emission comparison method; for a specific city area or a whole city, whether in-road parking is set or not and the reasonable form of in-road parking is set can be conveniently and quickly judged by adopting a saturation coordinate method, and a uniform configuration scheme is formed. The two configuration optimization methods not only can provide reference for configuration and optimization links of in-road parking, but also the configuration optimization results show that the scheme of the invention can effectively reduce the total amount of in-road parking carbon emission of cities, and has positive significance for traffic emission reduction and overall energy conservation and emission reduction of the cities.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings of the embodiments will be briefly described below, and it is apparent that the drawings in the following description only relate to some embodiments of the present invention and are not limiting on the present invention.
FIG. 1 illustrates a flow chart of a typical in-road parking lot low carbon configuration optimization method of the present invention;
FIG. 2 is a schematic cross-sectional view of a road showing an arrangement of parking in the road according to the embodiment;
FIG. 3 is a schematic cross-section of a road showing a parallel in-road parking arrangement
FIG. 4 is a schematic cross-sectional view of a roadway showing a vertical in-road parking arrangement;
FIG. 5 is a schematic cross-sectional view of a roadway showing a vertical in-path parking arrangement for a sidewalk;
FIG. 6 is a schematic diagram of a vehicle parking scenario illustrating a parallel in-road parking arrangement;
FIG. 7 is a schematic view of a vehicle parking scenario illustrating a road-vertical in-road parking arrangement;
FIG. 8 is a schematic view of a vehicle parking scenario illustrating a sidewalk vertical in-road parking arrangement;
FIG. 9 is a graph showing a comparison of results of carbon emissions in different in-road parking settings calculated by the carbon emission comparison method of the embodiment;
FIG. 10 illustrates a graph of direct carbon emissions versus vehicle saturation, non-vehicle saturation for an embodiment;
FIG. 11 illustrates a graph of indirect carbon emissions versus vehicle saturation, non-vehicle saturation for an embodiment;
fig. 12 shows a graph of the total on-road parking carbon emissions versus vehicle saturation and non-vehicle saturation for the embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the drawings of the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the described embodiments of the invention without any inventive step, are within the scope of protection of the invention.
The flow chart of the low-carbon configuration optimization method for the typical on-road parking lot in the embodiment is shown in fig. 1, and the specific method is as follows:
firstly, acquiring the motor vehicle saturation, the non-motor vehicle saturation and the smooth speed v of a road section which is set and is supposed to set the in-road parking0And rate of steric hindrance RbTime lag rate RtDaily cumulative number of stops for road section
Parallel arrangement form of parking in each road section and traffic volume of road section
And the time T required for the motor vehicle to pass through the road sectioni。
The total length of a road section is 600 meters, the width of a road surface is 15 meters, the section of the road is designed into a secondary road grade type, 340 parking spaces are reserved in the road section, 240 vertical parking spaces are reserved on a sidewalk, 100 parallel parking spaces are reserved on the road section, and the arrangement mode of parking in the existing road of the road section is shown in figure 2.
And (3) fitting 160 legal in-road parking positions, and optimizing by adopting three schemes: the scheme is that the road is arranged on two sides of a road and adopts a parallel road surface mode, as shown in figure 3; the second scheme is that the second scheme is arranged on one side of a road, and a road surface is vertical (in and out), as shown in figure 4; the third scheme is that the third scheme is arranged on one side of a road, and the pavement subjected to slow descending treatment of the road teeth is vertical (poured in and out), occupies 3m of a sidewalk and occupies 3m of the pavement, as shown in fig. 5.
The input data are obtained through investigation and calculation and are shown in table 1, wherein the peak refers to four obvious peak periods of morning (7:00-8:00), noon (12:00-12:30, 14:00-14:30) and night (18:00-19:00) existing in the trip of the investigation city, the total time is 3 hours, and the parking and driving-off of the parking in the road are basically concentrated in the above time periods; the peak adjustment refers to the time except the peak time period from 6:00 to 20:00 in the morning, which is totally 11 hours; daily mean means the average level over 24 hours of the day.
TABLE 1 in-road parking configuration input data sheet
Listing a carbon emission calculation model:
Edirect＝α·Vm/Cm+β·Vn/Cn+ε
Eindirect＝0.0002(v1 2-v2 2)-0.025(v1-v2)+0.923
in the formula: eonstreetThe total carbon emission, g/d, generated by parking in an urban road for one day;
Edirectdirect carbon emission amount generated by parking in a road for one time, g/time;
Vm/Cmthe saturation of the motor vehicle is dimensionless;
Vn/Cnthe saturation of the non-motor vehicle is dimensionless;
alpha, beta and epsilon are parameters to be calibrated and constants of the direct carbon emission model;
Eindirectthe affected indirect carbon emission rate, g/(s · veh), for a vehicle traveling on an in-road parking stretch;
Tithe average time length s required for the vehicle to pass through the road section i;
v0the speed is the smooth speed of the road section, km/h;
v is the speed of the running vehicle on the road section, km/h;
v1the speed is km/h when no in-road parking berth is set;
v2setting the speed after parking in the road, km/h;
Rbthe space obstacle rate is dimensionless;
Rtis the time barrier rate, dimensionless;
k1，k2，αm，βm，αn，βnconstant as the parameter to be calibrated for indirect carbon emission.
And performing in-road parking optimization configuration by using a carbon emission comparison method, calculating the carbon emission generated when different in-road parking setting forms are respectively set on each road section by using a carbon emission calculation model, and selecting a low-carbon in-road parking setting form.
According to the data and the survey data in table 1, the parameters to be calibrated of the carbon emission calculation model are calibrated, and the results are shown in table 2.
TABLE 2 typical parking situation calibration table for on-road parking
The current situation and the carbon emissions of the first, second and third routes of the internal parking are calculated according to the calibrated carbon emission model calculation formula and the data obtained before and are shown in table 3 and fig. 9.
TABLE 3 carbon emissions for three schemes for on-road parking
According to the carbon emission amount of the configuration results of the three schemes, scheme evaluation is performed by combining the data in the table 3 and the data in the figure 9, and the low-carbon emission reduction effect of the configuration schemes before and after optimization is compared according to indexes such as daily average parking carbon emission amount, annual average parking carbon emission amount and emission reduction ratio:
the carbon emission generated by the scheme three is the least, and the scheme two is closer to the scheme three, so if the engineering cost factor is not considered, the scheme three is selected as a lower-carbon in-road parking configuration scheme; if the cost factor of engineering transformation is considered, the second option can also achieve a more obvious emission reduction effect; the carbon emission amount of the parking in the road of the road section before optimization is calculated to be 1463.7kg/d, and the carbon emission amount of the parking in the road of the road section after optimization is 1130.1kg/d, namely the carbon emission amount of the parking in the road of the road section can be reduced by 333.6kg/d according to the optimization scheme, the emission reduction proportion is 22.79 percent, and the carbon emission amount is 1.218 multiplied by 10 in terms of annual emission5kg, the emission reduction effect is obvious; meanwhile, taking the third scheme as an example, as can be seen from table 3, the emission reduction at peak hour is 8.91%, the emission reduction at peak average is 36.17%, and the emission reduction rate in whole day is 22.79%, which indicates that the optimization of the setting mode of in-road parking can also play a positive role in controlling carbon emission of in-road parking in non-peak periods, and when the daily average value is calculated, the emission reduction effect at peak and peak periods can be balanced, so that the in-road parking configuration link is adoptedThe daily average value is preferably selected for each item of input data, and the emission reduction effect of the scheme can be more comprehensively evaluated.
Performing in-road parking optimization configuration by using a saturation coordinate method, drawing a relation graph of direct carbon emission of horizontal and vertical berths and motor vehicle saturation and non-motor vehicle saturation through analysis of a carbon emission model, solving an intersection line of the direct carbon emission and the motor vehicle saturation and the non-motor vehicle saturation, and projecting the intersection line on a Vm/Cm-O-Vn/CnPlane, and v is set by data obtained from the survey of the city in the earlier stage of the study0、Rb、RtAs shown in table 4, the indirect carbon emissions of the horizontal and vertical berth forms are plotted against vehicle and non-vehicle saturation.
TABLE 4 Default value settings for the respective parameters
The horizontal and vertical direct carbon emissions vs. motor vehicle saturation and non-motor vehicle saturation are plotted in fig. 10, where scenario one is the direct carbon emissions vs. motor vehicle saturation and non-motor vehicle saturation for the parallel in-road parking arrangement, and scenario two is the direct carbon emissions vs. motor vehicle saturation and non-motor vehicle saturation for the road vertical in-road parking arrangement; the horizontal and vertical maps of indirect carbon emissions versus vehicle and non-vehicle saturation are shown in fig. 11.
Projection on V by superimposing direct and indirect carbon emissionsm/Cm-O-Vn/CnAnd obtaining the relation between the total carbon emission of the vehicle parked in the road section and the saturation of the motor vehicle and the non-motor vehicle by using a planar intersection relation.
Default value v selected by the present embodiment0、Rb、RtIn the case of (1), the indirect carbon emission of the situation two is higher than that of the situation one, but the difference between the indirect carbon emission of the situations is less than 0.001g/s and is almost negligible relative to the difference between the direct carbon emissions of the situations,thus, FIG. 10 can be projected at Vm/Cm-O-Vn/CnThe intersection line of the planes is approximately regarded as a regional superposition graph of direct carbon emission and indirect carbon emission, and the relation of the total carbon emission of the parking in the road section and the saturation of the motor vehicle and the non-motor vehicle is obtained and shown in figure 12.
From FIG. 12, it can be seen that when Vn/Cn>3.757Vm/Cm1.815, i.e. Vn/CnAnd Vm/CmIn region I of FIG. 12, the parallel parking process produces less total carbon emissions than the road-surface vertical, so the parallel is a relatively lower carbon in-road parking arrangement, whereas V isn/CnAnd Vm/CmIn the area ii or projection line of fig. 12, the road surface verticality is a relatively lower carbon in-road parking setting.
According to the relation between the total carbon emission of parking in the road section and the saturation of the motor vehicles and the non-motor vehicles, the recommended form of parking in the urban low-carbon road can be obtained by combining the requirements on the V/C ratio of the parking positions occupied by the motor vehicles and the motor-non mixed road and the requirements on the road width in the urban road parking position setting specification GA/T850-2009, as shown in tables 5 and 6.
TABLE 5 road Width for setting in-road parking berth
Through the conditions in table 5, it can be determined whether the road width can meet the requirements in the urban road parking berth setting specification GA/T850-2009, and for roads meeting the requirements, the parking setting form can be selected according to the recommended form in table 6.
Table 6 screens out the condition ranges of the motor vehicle saturation and the non-motor vehicle saturation in the road meeting the requirements according to the requirements of the arrangement specification GA/T850-2009 for parking berths in urban roads, and recommends the corresponding low-carbon setting form according to the relationship between the total carbon emission of parking and the motor vehicle and non-motor vehicle saturation.
Table 6, urban low-carbon in-road parking setting conditions and recommendation forms
And obtaining the input data shown in the table 7 by combining the saturation of the motor vehicles and the non-motor vehicles on the road section obtained by the traffic survey and the current situation of the parking spaces.
TABLE 7 Current status of parking space in road (partial example)
With the maximum emission reduction effect as the target, according to the data information in table 7, firstly, the road width condition is judged according to the requirements in table 5, the roads which do not meet the road width requirement are removed, and according to the screening conditions in table 6, the screened low-carbon intra-road parking setting recommendation form is obtained, as shown in table 8.
TABLE 8 recommended presentation example of in-road parking form
Scheme evaluation is performed according to the configuration results in table 8, and the low-carbon emission reduction effect of the configuration schemes before and after optimization is compared with indexes such as daily average parking carbon emission, annual average parking carbon emission, emission reduction ratio and the like.
The total carbon emission of the off-road parking in the original scheme is 3.184 multiplied by 104kg/d, 1.162 multiplied by 10 converted into annual carbon emission7kg; the carbon emission of the in-road parking of the optimized scheme is estimated, and the result is 2.662 multiplied by 104kg/d, converted into annual carbon emission 9.716X 106kg; compared with the prior to optimization, the carbon emission of the in-road parking can be reduced by about 5.22 multiplied by 103kg/d, 1.905X 10 of annual carbon emission6kg, the carbon emission reduction ratio is about 16.39%, and the effect is good.
The examples described herein are merely illustrative of the preferred embodiments of the present invention and do not limit the spirit and scope of the present invention, and various modifications and improvements made to the technical solutions of the present invention by those skilled in the art without departing from the design concept of the present invention shall fall within the protection scope of the present invention.
Claims (7)
1. A low-carbon configuration optimization method for typical on-road parking berths is characterized by comprising the following steps,
s1: acquiring the motor vehicle saturation, the non-motor vehicle saturation and the smooth speed v of the road section where the set and planned set in-road parking is performed0And rate of steric hindrance RbTime lag rate RtDaily cumulative number of stops for road section
Parallel arrangement form of parking in each road section and traffic volume of road section
And the time T required for the motor vehicle to pass through the road sectioni；
S2：
2a, if the data in S1 has the collection condition: calculating carbon emission generated when different in-road parking setting forms are respectively set on each road section by using a carbon emission calculation model, selecting a low-carbon in-road parking setting form, and performing in-road parking optimal configuration;
2b, if data collection in S1 is difficult:
by comparing the magnitude relation of the carbon emission calculation model, drawing a relation graph of carbon emission, motor vehicle saturation and non-motor vehicle saturation in different in-road parking setting forms to obtain the relation of in-road parking total carbon emission, motor vehicle saturation and non-motor vehicle saturation, so that a low-carbon in-road parking setting form is selected;
according to the obtained motor vehicle saturation and non-motor vehicle saturation, combining the requirements of the urban road parking space setting specification on the V/C ratio, and constraining and selecting a low-carbon road parking setting form, wherein V is traffic volume and C is traffic capacity;
s3: and evaluating the scheme according to the configuration result, and comparing and optimizing the low-carbon emission reduction effect of the configuration scheme before and after the daily average parking carbon emission amount, the annual average parking carbon emission amount and the emission reduction ratio index.
2. The low-carbon configuration optimization method for the typical on-road parking lot as claimed in claim 1, wherein the method comprises the following steps:
motor vehicle saturation of Vm/CmIn which V ismFor motor vehicle traffic volume, CmThe traffic capacity of the motor vehicle;
saturation of non-motor vehicle is Vn/CnIn which V isnFor non-motor vehicle traffic, CnThe traffic capacity of the non-motor vehicle;
rate of steric hindrance RbB/B, wherein B is the width of a road occupied by a parking belt in the road, and B is the total width of the road;
rate of time lapse RtIs T'/Tinterval, where T' is the total impact time of on-road stops within a statistical interval, TintervalThe interval time is counted.
3. The low-carbon configuration optimization method for the typical on-road parking lot as claimed in claim 2, wherein the method comprises the following steps: the arrangement modes of parking in the road comprise a parallel mode, a road surface vertical mode and a sidewalk vertical mode.
4. The low-carbon configuration optimization method for the typical on-road parking lot as claimed in claim 3, wherein the method comprises the following steps: the calculation model of the carbon emission in S2 is as follows:
Edirect＝α·Vm/Cm+β·Vn/Cn+ε
Eindirect＝0.0002(v1 2-v2 2)-0.025(v1-v2)+0.923
in the formula: eonstreetThe total carbon emission, g/d, generated by parking in an urban road for one day;
Edirectdirect carbon emission amount generated by parking in a road for one time, g/time;
Vm/Cmthe saturation of the motor vehicle is dimensionless;
Vn/Cnthe saturation of the non-motor vehicle is dimensionless;
alpha, beta and epsilon are parameters to be calibrated and constants of the direct carbon emission model;
Eindirectthe affected indirect carbon emission rate, g/(s · veh), for a vehicle traveling on an in-road parking stretch;
Tithe average time length s required for the vehicle to pass through the road section i;
v0the speed is the smooth speed of the road section, km/h;
v is the speed of the running vehicle on the road section, km/h;
v1the speed is km/h when no in-road parking berth is set;
v2setting the speed after parking in the road, km/h;
Rbthe space obstacle rate is dimensionless;
Rtis the time barrier rate, dimensionless;
k1，k2，αm，βm，αn，βnconstant as the parameter to be calibrated for indirect carbon emission.
5. The low-carbon configuration optimization method for the typical on-road parking lot as claimed in claim 4, wherein the method comprises the following steps:
in step 2a of S2, the setting modes of parking in the road include a parallel type, a road surface vertical type and a sidewalk vertical type;
in step 2b of S2, the setting form of the in-road parking includes a parallel type and a road surface vertical type.
6. The low-carbon configuration optimization method for the typical on-road parking lot as claimed in claim 5, wherein the method comprises the following steps: in the step 2b of S2,
by comparing the magnitude relation of the carbon emission calculation model, drawing the relation between the direct carbon emission in the parallel in-road parking setting form and the saturation of the motor vehicle and the saturation of the non-motor vehicle, drawing the relation between the direct carbon emission in the road vertical in-road parking setting form and the saturation of the motor vehicle and the saturation of the non-motor vehicle, solving the intersection line of the two relation graphs and projecting the intersection line on Vm/Cm-O-Vn/CnA plane;
v is set according to survey measurement data on urban roads0、Rb、RtDrawing the relationship between the indirect carbon emission in the setting form of parallel in-road parking and the saturation of the motor vehicle and the saturation of the non-motor vehicle, drawing the relationship between the indirect carbon emission in the setting form of road vertical in-road parking and the saturation of the motor vehicle and the saturation of the non-motor vehicle, calculating the intersection line of the two relationship graphs and projecting the intersection line on Vm/Cm-O-Vn/CnA plane;
superimposing direct and indirect carbon emissions projection on Vm/Cm-O-Vn/CnThe intersection line relation of the planes is obtained as Vn/Cn＝xVm/Cm+ y, where x and y are constants, v0、Rb、RtThe different values of (a) and (b) can obtain different values of x and y, thereby obtaining the relation between the total carbon emission of the on-road parking and the saturation of the motor vehicle and the saturation of the non-motor vehicle, and selecting the on-road parking setting form with low carbon.
7. The low-carbon configuration optimization method for the typical on-road parking lot as claimed in claim 6, wherein the method comprises the following steps: the daily average parking carbon emission in the step S3 is the carbon dioxide amount generated by parking in one day, and the unit kg/d; the annual average parking carbon emission is a value obtained by converting the daily average parking carbon emission into one year, and the emission reduction ratio is the percentage of the reduced daily average parking carbon emission to the daily average parking carbon emission before the optimal configuration.
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Inventor after: Chen Jun Inventor after: Zeng Yu Inventor after: Liu Yachao Inventor after: Yang Guang Inventor after: Wang Wei Inventor after: Zhang Xianming Inventor before: Chen Jun Inventor before: Zeng Yu Inventor before: Liu Yachao Inventor before: Yang Guangyu Inventor before: Wang Wei Inventor before: Zhang Xianming |