Parking gap judgment method and system based on differentiated use requirements

Abstract

The invention provides a parking gap judgment method based on differentiated use requirements. A geographic area is delimited as a parking gap judgment planning area, the number of existing parking spaces in the area is counted, parking demands in the area are analyzed, and the parking demands comprise residential parking demands Xj and non-residential parking demands Xf; the non-living parking demand Xf comprises an office parking demand, a commercial parking demand, a hospital parking demand, a school parking demand, a scenic spot parking demand and other public building type parking demands, and according to the total number of parking spaces and the parking demands, parking gaps in the delimited area are calculated. According to the method and the system, parking demand planning is performed according to the district, and differentiated demands of different groups in the planned district are considered.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent traffic planning, and in particular to a parking gap judgment method and system based on differentiated usage requirements. Background Art

[0002] The parking problem has long been a focus of public concern and a difficult point in urban governance, which has, to a certain extent, restricted the improvement of the quality of the urban environment. Key areas with prominent parking conflicts often gather a variety of resources such as residences, jobs, key hospitals, and scenic spots, with diverse activity groups and different parking needs. Reasonable judgment of the current parking gap is an important prerequisite for scientifically allocating parking resources and carrying out comprehensive governance. It can help urban planning and construction managers make scientific decisions, intensively and economically utilize resources, and effectively improve the parking environment.

[0003] At present, the traditional method of judging parking gaps is to obtain approximate values ​​through manual surveys. The number of all vehicles actually parked in a certain area during peak hours (including vehicles parked in marked parking spaces, vehicles parked illegally on the road, and vehicles illegally parked in non-marked areas such as fire passages) is used as the parking demand of the area, and the parking spaces legally and compliantly marked in the area (including road-marked parking spaces and marked parking spaces within the plot) are used as the parking supply. The difference between the two is considered to be the parking gap of the area.

[0004] This method can ensure the accuracy of parking space supply, but it approximates the actual number of parking spaces as parking demand, and has the following main problems: (1) The survey cannot accurately grasp the actual number of parking spaces during peak hours for different business types. Specifically, the peak parking period for residential communities in a certain area should be after residents get off work or school (preferably 22:00), the peak parking period for office buildings should be after employees go to work (preferably 10:00 in the morning), and the peak parking period for shopping malls is generally from 17:00 to 19:00 in the afternoon. Schools, hospitals, tourist attractions, etc. in the area also have their own parking peaks. The actual peak parking on the road cannot be accurately grasped. This requires investigators to be fully familiar with the business distribution of the area, have sufficient investigation experience and parking system knowledge, and have sufficient investigation funding. In actual investigations, due to the mixed functions of the land use of the surveyed personnel, uneven quality, and limited investigation funds, it is difficult to accurately investigate the actual number of parking spaces at peak hours for all plots in the area, and it is very time-consuming and labor-intensive. (2) The scale of parking supply and the strictness of parking management measures directly affect the number of actual parking spaces in the area, and cannot directly reflect the real parking demand. For example, a certain area is mostly composed of early-developed buildings, with no parking spaces or very few parking spaces. The supply is limited, and some residents with cars have to park their cars in the parking lots of nearby shopping malls or in the communities where other properties are located. The actual number of parking spaces surveyed during peak hours cannot reflect the real parking demand of residents; for another example, a certain area has few legal parking spaces, and the intensity of road violations is very high. Car owners with parking needs have to choose not to drive for fear of being fined. The difference between the actual number of parking spaces and the parking supply in these areas is often very small or no difference, but this cannot mean that the area really has no shortage of parking spaces. (3) The manual survey method has a low degree of intelligence and cannot adapt to the planning needs of the rapid urbanization process. Summary of the invention

[0005] The purpose of the present invention is to provide a parking gap judgment method and system based on differentiated usage needs. The method and system take into account diversified parking demand factors, can realize intelligent planning of parking resources, and are particularly suitable for the coordination and comprehensive management of parking resources in key areas.

[0006] The first embodiment of the present invention provides a parking gap determination method based on differentiated usage requirements, comprising the following steps:

[0007] Regional division steps: Delineate geographical areas as parking gap determination planning areas;

[0008] Parking space statistics step: calculate the total number of parking spaces G in the designated area, which includes basic parking spaces and travel parking spaces. The basic parking spaces are fixed parking spaces where vehicle owners park their vehicles when they are not traveling, and the travel parking spaces are temporary parking spaces for vehicles when vehicle users are traveling. The number of parking spaces includes: the number of parking spaces for residential plots G j , the number of parking spaces for non-residential plots G f , the number of road parking spaces G d ;

[0009] Demand analysis step: determine the planning area for the designated parking gap, and count the parking demand in the area, the parking demand includes residential parking demand X j and non-residential parking demand X f ; The non-residential parking demand X f Including office parking demand, commercial parking demand, hospital parking demand, school parking demand, scenic spot parking demand, and other public building parking demand;

[0010] Parking gap calculation steps: Calculate the parking gap within the designated area based on the total number of parking spaces and parking demand:

[0011] Q=Q j +Q f =(X j -G j -G dj )+(X f -G f -G df )

[0012] Where: Q is the total number of parking spaces, Q j is the number of parking spaces available for residential plots, Q f G is the number of parking spaces vacant in non-residential plots; dj is the number of parking spaces on roads surrounding residential areas; G df The number of parking spaces on roads surrounding non-residential plots.

[0013] In some embodiments of the present invention, the step of calculating the residential parking demand includes:

[0014] X j =HC;

[0015] Where: X j is the number of parking spaces required for residential parking needs; H is the number of households; C is the average number of vehicles per household.

[0016] In some embodiments of the present invention, the method for calculating office parking demand includes:

[0017]

[0018] Where: X b is the number of office parking requirements; X b1 The number of parking spaces required by employees; X b1 is the number of visitor parking needs; G is the number of posts; B1 is the proportion of employees' commuting by car; R1 is the average number of passengers in employees' cars; Z1 is the daily turnover rate of employee parking spaces; S1 is the office building area; K1 is the peak hour attraction rate of the office to visitors; B2 is the proportion of visitor car travel; R2 is the average number of passengers in visitor cars; and Z2 is the peak hour turnover rate of visitor parking spaces.

[0019] In some embodiments of the present invention, the method for calculating commercial parking demand includes:

[0020]

[0021] Where: X s is the number of commercial office parking demands; S2 is the commercial building area; K2 is the commercial peak hour attraction rate; B3 is the proportion of car trips to business; R3 is the average number of passengers per commercial vehicle; and Z3 is the peak hour turnover rate of commercial parking spaces.

[0022] In some embodiments of the present invention, the method for calculating the parking demand of a hospital includes:

[0023]

[0024] Where: X y is the number of parking spaces required by the hospital; y1 is the number of parking requirements for the outpatient department; X y1 is the number of parking demands for inpatients; M1 is the daily outpatient volume; B4 is the proportion of car trips for outpatients; Z4 is the daily turnover rate of parking spaces for outpatients; M2 is the number of beds; L is the bed utilization rate on peak days; B5 is the proportion of car trips for picking up or visiting inpatients; Z5 is the daily turnover rate of parking spaces for picking up or visiting inpatients.

[0025] In some embodiments of the present invention, the method for calculating school parking demand includes:

[0026]

[0027] Where: X x The number of parking spaces required for the school; X x1 The parking demand of faculty and staff; X x2 is the number of parking spaces required by parents and visitors who pick up and drop off students; J1 is the number of faculty and staff; B6 is the proportion of faculty and staff who commute by car; R4 is the average number of passengers in faculty and staff cars; Z5 is the daily turnover rate of faculty and staff parking spaces; J2 is the number of students; B7 is the proportion of parents who use their private cars to pick up and drop off students; T is the average parking time for parents; and R2 is the average number of passengers in parents' cars.

[0028] In some embodiments of the present invention, the method for calculating the parking demand of a scenic spot includes:

[0029]

[0030] Where: X j is the parking demand of the scenic spot; L is the peak day passenger flow of the scenic spot; B8 is the proportion of car travel attracted by the scenic spot; R6 is the average number of passengers per car going to the scenic spot; Z6 is the peak hour turnover rate of parking spaces in the scenic spot.

[0031] In some embodiments of the present invention, the calculation method of other public building parking requirements includes:

[0032]

[0033] Where: X q is the parking demand quantity of other public buildings; S3 is the building area of ​​other public buildings; K3 is the peak hour attraction rate of other public buildings; B9 is the proportion of car travel attracted by other public buildings; R7 is the average number of passengers per car going to other public buildings; Z7 is the peak hour turnover rate of parking spaces in other public buildings.

[0034] The second embodiment of the present invention provides a parking gap determination system based on differentiated usage requirements, which is used to execute the parking gap determination method based on differentiated usage requirements described above.

[0035] Compared with the prior art, the advantages and positive effects of the present invention are:

[0036] 1. This method and system plans parking demands according to the area, taking into account the differentiated demands of different groups in the planned area. The factors considered include the different parking demands of different groups such as office, business, medical treatment, school, and tourism in the area. The measurement index factors are comprehensive, and the current parking gap can be automatically determined based on the diversified factor indicators, thus realizing the intelligent planning and design of traffic management.

[0037] 2. It can not only cover the parking needs of all groups in the area, but also reflect the differentiated characteristics of parking behaviors of different groups, and can more accurately judge the internal parking needs and parking gaps. Compared with the traditional manual survey method, it has the characteristics of comprehensive coverage, objective and accurate data, reduced manpower consumption, and saved a lot of time. It can effectively make up for the shortcomings of the traditional manual survey method, which mainly reflects the actual parking phenomenon, cannot fully reflect the internal needs, has low data acquisition efficiency, and the accuracy is greatly affected by the quality of human labor. It further improves the scientificity and rationality of parking resource allocation, parking lot planning, and comprehensive parking management in key areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0039] Figure 1 Provide parking demand characteristics analysis diagram for different groups in the parking planning area;

[0040] Figure 2 Flow chart for estimating parking gap in parking planning areas. DETAILED DESCRIPTION

[0041] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0042] A first embodiment of the present invention provides a parking gap determination method based on differentiated usage requirements, comprising the following steps.

[0043] S1: Region division step.

[0044] The purpose of demarcating geographical areas as parking gap judgment planning areas is to determine the areas to be planned. The rules of the area division step can be set according to needs, and there is no need to pursue specific division criteria.

[0045] For example, the service radius of a parking lot is generally 300 meters, and the measurement of parking supply and demand and parking gap should also be carried out within this scale to more accurately guide the configuration location, quantity and scale of parking resources in the next step. Based on this, it is first necessary to divide the parking zones in the key areas of the research.

[0046] This embodiment provides a specific parking zone division principle.

[0047] 1) Considering the service radius of the parking lot (300 meters), the area of ​​a parking zone should not be too large, and should be around 0.5 square kilometers.

[0048] 2) The land use, economic, social and other characteristics within the zone should be as consistent as possible.

[0049] 3) Try to use natural barriers such as roads, railways, and rivers as the boundaries of the zoning. For example, the shape of the area does not have to be a specific regular shape. The boundaries of the parking area can be defined by roads, railways, and suitable natural resources in the city administrative area.

[0050] 4) Try not to break administrative boundaries (such as administrative districts and street boundaries) so that ready-made statistical data within the administrative boundaries can be used.

[0051] S2: Parking space counting step.

[0052] The purpose of the parking space counting step is to calculate the number of existing parking spaces in the planned area in order to determine the parking gap.

[0053] The total number of parking spaces G in the designated area is systematically planned. Parking spaces include basic parking spaces and travel parking spaces, where basic parking spaces are fixed parking spaces for vehicle owners to park their vehicles when they are not traveling, and travel parking spaces are temporary parking spaces for vehicles when vehicle users are traveling. Specifically, basic parking spaces refer to relatively fixed parking spaces that meet the needs of vehicle owners to park their vehicles for a long time when they are not traveling. Generally, parking spaces for residents in residential areas are called basic parking spaces; travel parking spaces refer to parking spaces that meet the needs of vehicle users to temporarily park their vehicles when they are traveling. Generally, parking spaces in offices, businesses, hospitals, schools, and tourist attractions are called travel parking spaces.

[0054] From the definition, we can know that the parking demands of different groups are quite different. Basic parking spaces are aimed at the vehicle ownership link. If you own a car, you need a relatively fixed parking space to park the car for a long time. Therefore, the number of vehicles owned by residents in the residential area is their parking demand, which needs to be basically guaranteed. Travel parking spaces are aimed at the vehicle use link. When people go to work, shopping, medical treatment, school, travel, etc., they can choose to drive or choose other means of transportation (such as walking, subway, bus, etc.). The travel parking space demand of these groups is related to the proportion of car travel for different travel purposes, parking lot turnover rate, etc. The proportion of car travel is related to the convenience of public transportation in the area, traffic congestion, and traffic management policy orientation (such as parking fee prices). The parking demand characteristics of different groups are different and need to be classified and analyzed.

[0055] In a specific embodiment of the present invention, the number of parking spaces in the area is further divided into the following categories: The number of parking spaces includes the number of parking spaces for residential plots G j , Number of parking spaces for non-residential plots G f , and the number of road parking spaces G d The number of parking spaces for residential plots and non-residential plots can be obtained through on-site surveys or planning approval data collection. j It is used to reflect the parking spaces provided by the residence, which is the basic parking space. It can be obtained by counting the number of parking spaces included in the residence within the designated area. fIt can be obtained by counting the number of parking spaces included in commercial, office, hospital, school, and other buildings in the designated area. d These are the parking spaces legally marked on the road, which can be collected through on-site investigations or traffic police filing data.

[0056] The total number of parking spaces G is calculated as: G = G j +G f +G d .

[0057] S3: Requirements analysis step.

[0058] refer to Figure 2 , determine the planning area for the designated parking gap, and count the parking demand in the area, the parking demand includes residential parking demand X j and non-residential parking demand X f ; The non-residential parking demand X f Including office parking needs, commercial parking needs, hospital parking needs, school parking needs, scenic spot parking needs, and other public building parking needs.

[0059] The parking demand for public buildings is defined as the main public building parking demand and the auxiliary public building parking demand, among which the main public building parking demand refers to the parking demand for offices, commercial parking, hospital parking, school parking, and scenic spot parking. Other public building parking demands can also be defined as auxiliary parking demands, which refer to the parking demand for public buildings other than office parking, commercial parking, hospital parking, school parking, and scenic spot parking.

[0060] The types of public building parking requirements in each designated area will vary, depending on the administrative construction status of each area. If a certain building does not exist in each area, for example, there is no hospital in a certain area, then the corresponding parking requirement is 0. At the same time, if there are multiple buildings in each area, for example, there are multiple hospitals in a certain area, then the corresponding indicator calculation considers the sum or average of the data of multiple hospitals.

[0061] The residential parking demand is used to reflect the parking demand of residents in a designated area, which corresponds to the basic parking demand and is related to the number of households in the area and the number of vehicles owned by the households. In some embodiments of the present invention, the steps of calculating the residential parking demand include:

[0062] X j =HC;

[0063] Where: X jis the number of parking spaces required for residential parking needs; H is the number of households; C is the average number of vehicles per household. The above indicators can be obtained based on the survey results of the resident travel survey report.

[0064] Office parking demand is used to reflect the parking demand of office workers in a designated area, and is related to factors such as the size of offices in the area and the travel mode of office workers. Office parking demand consists of employee parking demand and visitor demand, which is determined by indicators such as the nature of the office (business office, general administrative office, etc.), number of positions, building size, visitor attraction rate, employee car commuting ratio, visitor car travel ratio, average number of passengers per car (employees, visitors), and parking lot turnover rate (employees, visitors). Therefore, an office parking demand algorithm model can be established through parameter calibration.

[0065]

[0066] X b The number of office parking requirements (units) is used to reflect the number of parking spaces required for office use within the designated area. It consists of two parts: one is the relatively fixed number of employee parking requirements, and the other is the relatively variable number of visitor parking requirements;

[0067] X b1 The number of parking lots required by employees (units), which is used to reflect the parking needs of office staff in the designated area;

[0068] X b1 The number of parking requirements for visitors (units), which is used to reflect the parking requirements of temporary visitors to office enterprises in the designated area;

[0069] G is the number of posts, which is used to reflect the number of office posts in the designated area. Its size can reflect or determine the parking space demand of employees;

[0070] B1 is the proportion of employees commuting by car, which is the proportion of employees who use cars as a means of commuting to the total number of employees in the designated area;

[0071] R1 is the average number of passengers that employees take to work (person / car). Since multiple people working in the same area may take the same car to get off work, this indicator is used to reflect the number of people who use the same car as a means of transportation.

[0072] Z1 is the daily turnover rate of employee parking spaces (times / day). Since office staff may need to go out, the same parking space may be vacant at different times and used by other vehicles. This indicator is used to reflect the number of times the same parking space is used daily.

[0073] S1 is the office building area (m2), which represents the comprehensive office building area in the demarcated area;

[0074] K1 is the peak hour attraction rate of office visitors (person-times / 100 m2), which indicates the flow of people attracted by the unit indicator (per 100 m2 of office building area) within the unit time (per peak hour); the time period of the peak hour can be set based on experience;

[0075] B2 is the proportion of visitors traveling by car, which is used to reflect the proportion of visitors who use cars as a means of visiting to the total number of visitors;

[0076] R2 is the average number of passengers per visitor car (persons / car). Since multiple visitors may ride in the same car to visit a designated office area, this indicator is used to reflect the number of people who use the same car as a means of transportation.

[0077] Z2 is the peak hour turnover rate of visitor parking spaces (times / h), which is used to reflect the situation where the same parking space is reused within a certain period of time, usually calculated in hours.

[0078] Commercial parking demand is determined by indicators such as business type (retail, commercial complex, wholesale market, catering, hotel, etc.), building size, travel attraction rate, car travel ratio, average number of passengers per car, and parking lot turnover rate. Therefore, a commercial parking demand algorithm model can be established through parameter calibration.

[0079]

[0080] X s The number of parking spaces required for commercial offices (units);

[0081] S2 is the commercial building area (㎡): it refers to the sum of the building areas used for business in the designated area;

[0082] K2 is the commercial peak hour attraction rate (person-times / 100 m2), which indicates the flow of people attracted by the unit indicator (per 100 m2 of commercial building area) within the unit time (per peak hour); the time period of the peak hour can be set based on experience;

[0083] B3 is the proportion of car trips to business, which refers to the proportion of people who use cars as a means of transportation to the designated area for business activities to the total number of commercial trips;

[0084] R3 is the average number of passengers per commercial vehicle (person / vehicle): Since multiple people may ride in the same vehicle to carry out commercial activities in a designated area, this indicator is used to reflect the number of people who use the same car as a means of transportation;

[0085] Z3 is the peak hour turnover rate of commercial parking spaces (times / h): it is used to reflect the situation where the same parking space is reused within a certain period of time, usually calculated in hours.

[0086] The hospital parking demand consists of two parts: outpatient parking demand and inpatient parking demand. It is determined by indicators such as hospital size and grade, outpatient volume, number of inpatient beds, bed utilization rate on peak days, proportion of car travel (outpatient, inpatient), and parking lot turnover rate (outpatient, inpatient). Therefore, a hospital parking demand algorithm model can be established through parameter calibration.

[0087]

[0088] X y The number of parking spaces required for the hospital (units);

[0089] X y1 The number of outpatient parking needs (units): refers to the number of outpatient parking needs. The parking time for outpatients is shorter;

[0090] X y2 The number of parking requirements for inpatients (units): refers to the number of parking requirements for inpatients, who have a longer parking time;

[0091] M1 is the daily outpatient volume (person-times / day): it refers to the average number of outpatient visits per day in a hospital, which can be obtained by statistical calculation;

[0092] B4 is the proportion of outpatients who use cars to travel: it refers to the proportion of patients who use cars as a means of medical treatment to the total number of patients;

[0093] Z4 is the daily turnover rate of parking spaces for outpatients (times / day): it reflects the situation that the same parking space in the hospital parking lot is repeatedly used by patients within a certain period of time, usually calculated on a daily basis;

[0094] M2 is the number of beds (units): it refers to the total number of beds in hospitals within the designated area;

[0095] L is the peak day bed utilization rate (units): it refers to the ratio of the number of beds actually used by inpatients to the total number of beds in the hospital;

[0096] B5 is the proportion of cars used to pick up or visit hospitalized patients: it refers to the proportion of people who use cars as a means of transportation to pick up or visit hospitalized patients to the total number of people who pick up or visit hospitalized patients;

[0097] Z5 is the daily turnover rate of parking spaces for picking up or visiting inpatients (times / day): It is used to reflect the situation where the same parking space in the hospital parking lot is repeatedly used for picking up or visiting inpatients within a certain period of time, usually calculated on a daily basis.

[0098] The school parking demand consists of two parts: the parking demand of faculty and staff and the parking demand of parents who pick up and drop off students. It is determined by indicators such as school type, school size, enrollment scope, number of faculty and staff, proportion of faculty and staff commuting by car, number of students, proportion of parents picking up and dropping off students by private car, average parking time of parents, and average number of passengers per car (faculty and students). Therefore, a school parking demand algorithm model can be established through parameter calibration.

[0099]

[0100] X x The number of parking spaces required for schools (units);

[0101] X x1 The number of parking spaces required for faculty and staff (units);

[0102] X x2 The number of parking spaces required for picking up and dropping off students, parents and visitors;

[0103] J1 is the number of teaching staff (persons): it refers to the total number of teaching staff in all schools within the designated area;

[0104] B6 is the proportion of faculty and staff who commute by car: it refers to the proportion of faculty and staff who use cars as a means of commuting to work among the total faculty and staff;

[0105] R4 is the average number of passengers per vehicle for faculty and staff to go to school: Since many faculty and staff take the same vehicle to go to school, this indicator is used to reflect the number of faculty and staff who use the same car as a means of transportation to go to school. The average value can be calculated based on the total number of passengers and the total number of vehicles.

[0106] Z5 is the daily turnover rate of parking spaces for faculty and staff (times / day): used to reflect the situation where the same parking space in the school parking lot is reused within a certain period of time, usually calculated on a daily basis;

[0107] J2 is the number of students (persons): it refers to the combined number of students in all schools within the designated area;

[0108] B7 is the proportion of parents using private cars to pick up and drop off students;

[0109] T is the average parking time for parents (minutes): it refers to the parking time for parents to pick up and drop off students, calculated in minutes;

[0110] R2 is the average number of passengers in parent pick-up cars (persons / car): Since one car picks up multiple students at the same time, this indicator is used to reflect the number of students who use the same car as a means of transportation to go to school.

[0111] The parking demand of scenic spots is determined by the nature and grade of the scenic spot, peak day passenger flow (generally the 85% peak day flow in a year is selected as the benchmark flow), the proportion of tourists traveling by car, the average number of passengers per car, the parking lot turnover rate and other indicators. Therefore, a school parking demand algorithm model can be established through parameter calibration.

[0112]

[0113] X j The number of parking lots required for scenic spots (units);

[0114] L is the peak day visitor flow of the scenic spot (person-times / day): it refers to the number of visitors to the scenic spot every day. This indicator can be the daily average value within a certain period of time;

[0115] B8 is the proportion of car trips attracted by scenic spots: it refers to the proportion of people who use cars as a means of travel to the designated regional scenic spots, accounting for the total number of people who go to the scenic spots;

[0116] R6 is the average number of passengers per car going to the scenic spot (person / car): Since multiple people may take the same car to the scenic spot, this indicator is used to reflect the number of people who use the same car as a means of transportation. The average value can be calculated based on the total number of people and the total number of vehicles.

[0117] Z6 is the peak hour turnover rate of scenic spot parking spaces (times / h): It is used to reflect the situation where the same parking space in the scenic spot parking lot is reused within a certain period of time, usually calculated in hours.

[0118] The parking demand for other public buildings (such as libraries, cultural activity centers, welfare homes, etc.) is determined by indicators such as the scale of the main buildings, travel attraction rate, proportion of car travel, average number of passengers per car, and parking lot turnover rate. Therefore, an algorithm model for the parking demand of other public buildings can be established through parameter calibration.

[0119]

[0120] X q The number of parking spaces required for other public buildings (units);

[0121] S3 is the construction area of ​​other public buildings (㎡): the sum of the construction areas of other public facilities in the designated area;

[0122] K3 is the peak hour attraction rate of other public buildings (person-times / 100 m2), which indicates the flow of people attracted by the unit indicator (per 100 m2 of public building area) within the unit time (per peak hour); the time period of the peak hour can be set according to experience;

[0123] B9 is the proportion of cars attracted by other public buildings, which refers to the proportion of people who use cars as a means of transportation to other public buildings in the designated area, to the total number of people who go to other public buildings;

[0124] R7 is the average number of passengers per car going to other public buildings (person / car): Since multiple people may take the same car to go to other public construction areas within the designated area, this indicator is used to reflect the number of people who use the same car as a means of transportation. The average value can be calculated based on the total number of people and the total number of vehicles.

[0125] Z7 is the peak hour turnover rate of other public building parking spaces (times / h): it is used to reflect the situation where the same parking space in other public building parking lots is reused within a certain period of time, usually calculated in hours.

[0126] S4: Parking gap calculation steps: Calculate the parking gap within the designated area based on the total number of parking spaces and parking demand:

[0127] Q=Q j +Q f =(X j -G j -G dj )+(X f -G f -G df )

[0128] Where: Q is the total number of parking spaces, Q j is the number of parking spaces available for residential plots, Q f G is the number of parking spaces vacant in non-residential plots; dj is the number of parking spaces on roads surrounding residential areas; G df The number of parking spaces on roads surrounding non-residential plots.

[0129] The data required for the above calculations can be obtained through statistical calculations. In the prior art, traffic planning or management departments will conduct a survey of residents' traffic conditions every year, including the data required for the above calculations.

[0130] The second embodiment of the present invention provides a parking gap determination system based on differentiated usage requirements, which is used to execute the parking gap determination method based on differentiated usage requirements described above.

[0131] The parking gap judgment system is implemented based on a processor. By setting the above calculation model in the processor and inputting the data required for the model calculation, the parking gap calculation can be completed. The calculation results of the parking gap can be used for the construction planning of regional parking lots.

[0132] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A parking gap determination method based on differentiated usage requirements, characterized in that: The following steps are involved: Regional division steps: Delineate geographical areas as parking gap determination planning areas; Parking space counting step: The number of parking spaces includes: the number of parking spaces for residential plots G j , the number of parking spaces for non-residential plots G f , the number of road parking spaces G d ; Demand analysis step: determine the planning area for the designated parking gap, and count the parking demand in the area, the parking demand includes residential parking demand X j and non-residential parking demand X f ; The non-residential parking demand X f Including office parking demand, commercial parking demand, hospital parking demand, school parking demand, scenic spot parking demand, and other public building parking demand; Parking gap calculation steps: Calculate the parking gap within the designated area based on the total number of parking spaces and parking demand: Q=Q j +Q f =(X j -G j -G dj )+(X f -G f -G df ) Where: Q is the total number of parking spaces, Q j is the number of parking spaces available for residential plots, Q f G is the number of parking spaces vacant in non-residential plots; dj is the number of parking spaces on roads surrounding residential areas; G df The number of parking spaces on roads surrounding non-residential plots.

2. The parking gap determination method based on differentiated usage requirements as claimed in claim 1, characterized in that: The steps of calculating the residential parking demand include: X j =HC; Where: X j is the number of parking spaces required for residential parking needs; H is the number of households; C is the average number of vehicles per household.

3. The parking gap determination method based on differentiated usage requirements as claimed in claim 1, characterized in that: The calculation method for office parking requirements includes: Among them: Xb is the number of office parking needs; Xb1 is the number of employee parking needs; Xb1 is the number of visitor parking needs; G is the number of positions; B1 is the proportion of employees commuting by car; R1 is the average number of passengers in employee cars; Z1 is the daily turnover rate of employee parking spaces; S1 is the office building area; K1 is the peak hour attraction rate of the office to visitors; B2 is the proportion of visitor car travel; R2 is the average number of passengers in visitor cars; Z2 is the peak hour turnover rate of visitor parking spaces.

4. The parking gap determination method based on differentiated usage requirements according to claim 1, characterized in that: The calculation method for commercial parking requirements includes: Where: X s is the number of commercial office parking demands; S2 is the commercial building area; K2 is the commercial peak hour attraction rate; B3 is the proportion of car trips to business; R3 is the average number of passengers per commercial vehicle; and Z3 is the peak hour turnover rate of commercial parking spaces.

5. The parking gap determination method based on differentiated usage requirements according to claim 1, characterized in that: The calculation method for hospital parking requirements includes: Where: X y is the number of parking spaces required by the hospital; y1 is the number of parking requirements for the outpatient department; X y1 is the number of parking demands for inpatients; M1 is the daily outpatient volume; B4 is the proportion of car trips for outpatients; Z4 is the daily turnover rate of parking spaces for outpatients; M2 is the number of beds; L is the bed utilization rate on peak days; B5 is the proportion of car trips for picking up or visiting inpatients; Z5 is the daily turnover rate of parking spaces for picking up or visiting inpatients.

6. The parking gap determination method based on differentiated usage requirements according to claim 1, characterized in that: The calculation method for school parking requirements includes: Where: X x The number of parking spaces required for the school; X x1 The parking demand of faculty and staff; X x2 is the number of parking spaces required by parents and visitors who pick up and drop off students; J1 is the number of faculty and staff; B6 is the proportion of faculty and staff who commute by car; R4 is the average number of passengers in faculty and staff cars; Z5 is the daily turnover rate of faculty and staff parking spaces; J2 is the number of students; B7 is the proportion of parents who use their private cars to pick up and drop off students; T is the average parking time for parents; and R2 is the average number of passengers in parents' cars.

7. The parking gap determination method based on differentiated usage requirements according to claim 1, characterized in that: The calculation method of parking demand for scenic spots includes: Where: X j is the parking demand of the scenic spot; L is the peak day passenger flow of the scenic spot; B8 is the proportion of car travel attracted by the scenic spot; R6 is the average number of passengers per car going to the scenic spot; Z6 is the peak hour turnover rate of parking spaces in the scenic spot.

8. The parking gap determination method based on differentiated usage requirements according to claim 1, characterized in that: Other methods for calculating parking requirements for public buildings include: Where: X q is the parking demand quantity of other public buildings; S3 is the building area of ​​other public buildings; K3 is the peak hour attraction rate of other public buildings; B9 is the proportion of car travel attracted by other public buildings; R7 is the average number of passengers per car going to other public buildings; Z7 is the peak hour turnover rate of parking spaces in other public buildings.

9. A parking gap judgment system based on differentiated usage needs, characterized in that: Used to execute the parking gap judgment method based on differentiated usage needs as described in any one of claims 1 to 8.

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