Parking and charging integrated management method and system

Abstract

The invention relates to the technical field of transportation facility management, in particular to a parking and charging integrated management method and system, and the method comprises the following steps: obtaining the position, direction and entrance number of a vehicle, extracting a path leading to a parking space, collecting traffic data, calculating the traffic influence, matching the parking space number, generating an influence mapping table, and accumulating the traffic influence and waiting time. And judging a control load to generate a linkage state table, inputting a control system, synchronizing the state, and generating a feedback record. According to the method, the path sequence is extracted by combining the position and direction of the vehicle, the passing data are collected and the turning times are superposed, the path passing complexity evaluation is refined, the optimal parking path combination is screened by combining the waiting duration of the tail end of the path, and the collection equipment calculates the load change by using the data, so that resource conflicts caused by high-frequency calling are avoided; the parking space and vehicle information is bound according to the priority, the scheduling response speed is improved, the state and the pre-starting signal are synchronously input when an instruction is issued, and the data consistency and the scheduling closed-loop performance are enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of transportation facility management, and particularly to a method and system for integrated management of parking and charging. Background Art

[0002] The technical field of transportation facility management includes the organization, scheduling, and informatization control of transportation-related supporting resources and facilities, covering road traffic, parking lots, charging piles, parking space identification, vehicle scheduling, etc. The core of this technical field is to achieve centralized management and coordination of various static and dynamic resources in the transportation process through informatization means, so as to improve the utilization efficiency of facilities and the operation management level. In practical applications, this technical field involves the monitoring of urban traffic flow, the identification and recording of parking space occupancy, the monitoring of the distribution and usage status of charging infrastructure, and the collection and management of user behavior data, forming an overall transportation service management system centered on data-driven and supported by communication and control means.

[0003] Among them, the integrated management method of parking and charging refers to an operation method proposed for the parking lot scenario with the charging demand of electric vehicles, which manages the vehicle parking and charging processes simultaneously under a unified control logic. The technical matters covered by this patent theme include the information identification and recording of vehicle entry and exit from the parking area, the synchronous monitoring of the usage status between parking spaces and charging devices, the judgment and scheduling of charging demand based on vehicle entry and exit records, the timing and power control of the charging process through the charging control unit, and the binding and accounting of parking and charging behaviors through user identification methods. This method generally uses vehicle identity identification methods based on radio frequency identification or license plate recognition, uses wired or wireless communication methods for data transmission, uses embedded control logic to achieve the linkage control of charging and parking states, and combines with the terminal payment system to complete the closed-loop of the user operation process.

[0004] Although the prior art has achieved centralized management and control of the parking and charging processes, there is a lack of dynamic interaction at the levels of berth allocation and traffic route selection, and real-time factors such as route complexity and traffic conditions are not quantitatively analyzed. As a result, berth recommendations are based on static resource occupancy, which is prone to problems such as high traffic costs and route congestion, affecting the efficiency and rationality of allocation decisions. Since the existing methods mainly rely on vehicle entry and exit records to judge charging requirements and do not dynamically perceive the queuing status and signal control information in the vehicle traffic route, it is difficult to meet the resource matching requirements in complex traffic scenarios. At the scheduling level of controlling the call frequency, threshold identification and distribution control are not carried out for the device linkage load, which may cause device overload or resource conflicts due to high-frequency control calls. For example, some berths with high-frequency use are continuously called during peak hours, which is likely to cause response delays or system scheduling imbalances. During the berth binding process, the prior art more relies on the fixed binding relationship between the parking space and the charging device, lacking a priority screening mechanism based on traffic impact and device status, which limits the flexible scheduling ability of berth resources in high-concurrency scenarios, resulting in some berths being vacant for a long time and the overall resource utilization efficiency being poor. Summary of the Invention

[0005] An object of the present invention is to solve the deficiencies existing in the prior art and to propose an integrated parking and charging management method and system.

[0006] To achieve the above object, the present invention adopts the following technical solutions: An integrated parking and charging management method includes the following steps: S1: Obtain the current position, driving direction and entrance number of the vehicle, combine with the road node layer, extract the path sequence leading to the candidate berths, collect the node traffic signal cycle, vehicle queuing number and passing speed in the path, calculate the number of path turns, match the berth number and the path passing impact value, and generate a berth path passing impact mapping table.

[0007] S2: Based on the berth path passing impact mapping table, extract the passing impact value of each berth, and combine with the waiting duration parameter at the end of the path, perform the cumulative operation of the passing impact value and the waiting duration, extract the berth number with the minimum impact value and the corresponding path information, and generate a recommended berth priority number list.

[0008] S3: According to the recommended berth priority number list, extract the activation times, occupancy duration and control call records within a specified time period, calculate the average call frequency within the time period, perform the difference accumulation of the current cycle call record and the average call frequency, judge whether it exceeds the control load threshold, and generate a device linkage feasibility status table.

[0009] S4: According to the device linkage feasibility status table and the recommended berth priority number list, screen the linkable berth numbers in the order of priority and bind them to the vehicle to generate a vehicle-berth binding execution list.

[0010] As a further solution of the present invention, the berth path passage influence mapping table includes the matching relationship between the path traffic signal cycle, the number of queuing vehicles, the passing speed, the number of turns, the berth number and the passage influence value; the recommended berth priority number list includes the cumulative result of the passage influence value, the waiting duration parameter, the berth number and the path priority sequence; the equipment linkage feasibility status table includes the number of times the berth is enabled, the occupancy duration, the difference in call frequency, and the load threshold judgment status; the vehicle-berth binding execution list includes the linkable berth number, the priority order, and the vehicle binding relationship record.

[0011] As a further solution of the present invention, the specific steps of S1 are as follows: S101: Obtain the current position, orientation and entrance number of the vehicle, combine with the road node layer, calculate the distance between the vehicle position and the node, judge the node direction matching situation according to the direction angle relationship, screen and determine the node numbers that meet the vehicle orientation, and generate the path start node number; S102: Call the path start node number corresponding to the berth, extract the path segments and collect the traffic signals, queuing numbers and passing speeds of each node, and calculate the passage influence of the path segments in combination with the path turning number ratio to generate a candidate path passage influence interval; S103: According to the berth path node sequence, match the values of each segment in the corresponding candidate path passage influence interval, establish the corresponding relationship between the berth number and the path passage influence, and generate the berth path passage influence value mapping table.

[0012] As a further solution of the present invention, the specific calculation formula for calculating the passage influence of the path segment in combination with the path turning number ratio is: ; Calculate the passage influence index of the path segment to generate a candidate path passage influence interval; Among them, H represents the three-dimensional space weighted aggregation value of the passage influence index of the path segment, represents the turning number ratio of the b-th path segment, represents the average queuing number of the b-th node, represents the normalized passing speed of the b-th node, represents the traffic signal cycle phase difference coefficient of the b-th node, represents the cooperative control coefficient of the adjacent signal light groups of the b-th node, represents the traffic flow density ratio of the b-th path segment to the adjacent path segment, represents the lane number correction factor of the b-th path segment, represents the priority passing weight of the w-th type of emergency vehicle, It represents the non-motor vehicle interference factor of the b-th path segment, and n represents the total number of path segments.

[0013] As a further solution of the present invention, the specific steps of S2 are as follows: S201: Obtain the berth number and path information in the berth path traffic impact mapping table, call the path end waiting duration parameter, and perform cumulative processing on the traffic impact value and the waiting duration to generate the berth path cumulative traffic resistance value; S202: According to the berth path cumulative traffic resistance value, sort all berth paths in ascending order of traffic resistance, extract the berth number with the minimum traffic resistance value and the corresponding path information, and obtain the lowest traffic resistance path information value; S203: Based on the berth number extracted from the lowest traffic resistance path information value, call the berth path and sorting information of the same group classification, and arrange the berth numbers in sequence according to the cumulative traffic resistance to obtain the berth recommendation priority number list.

[0014] As a further solution of the present invention, the specific steps of S3 are as follows: S301: According to the recommended berth priority number list, obtain the activation record, occupancy record, and control call record within a specified time period, calculate the activation duration and occupancy times, and count the control call times to generate the number activation call statistic value; S302: Call the ratio operation of the call times in the number activation call statistic value and the total duration of the time period, calculate the average call frequency, and accumulate the difference between each record and the number average value to obtain the call frequency offset value; S303: Make a judgment based on the call frequency offset value and the control load threshold, screen the numbers exceeding the threshold, combine the activation frequency and occupancy duration to construct a status field, and generate the equipment linkage feasibility status table.

[0015] As a further solution of the present invention, the specific steps of S4 are as follows: S401: Call the berth number, the linkable status parameter, and the occupancy status parameter in the equipment linkage feasibility status table, and according to the matching relationship between the occupancy status and the linkable status, screen the berth numbers that simultaneously meet the conditions of unoccupied and linkable to generate a set of linkable berth numbers; S402: According to the berth numbers in the set of linkable berth numbers, call the priority values corresponding to the berths in the recommended berth priority number list, complete the mapping based on the number consistency, and arrange the berth numbers in the order of the priority values to generate a priority berth number sequence; S403: Call the vehicle number and the berth numbers in the priority berth number sequence, bind the priority berth numbers in sequence according to the vehicle number order, and summarize the binding results and record them in the list to generate the vehicle berth binding execution list.

[0016] As a further solution of the present invention, the specific calculation formula for calling the priority value corresponding to the berth in the recommended berth priority number list is as follows: ; Calculate the comprehensive priority parameter, complete the mapping based on the number consistency, and arrange the berth numbers in the order of the priority value to generate a priority berth number sequence; Among them, represents the comprehensive priority parameter of the i-th berth in the recommended berth list, represents the digital characteristic value of the berth number, represents the number consistency coefficient, represents the historical usage frequency weight coefficient, represents the time decay factor, represents the environmental interference factor, and k represents the differential time period and the influence factor number.

[0017] As a further solution of the present invention, the method further includes: S5: According to the vehicle-berth binding execution list, enter the berth number and vehicle corresponding information into the control instruction system, and at the same time synchronously record the berth allocation status and the vehicle pre-start status to generate an integrated scheduling linkage feedback record entry; The integrated scheduling linkage feedback record entry includes the berth allocation status, the vehicle pre-start status, the control instruction information and the charging signal synchronous record; The specific steps of S5 are as follows: S501: Based on the vehicle-berth binding execution list, call the berth number and vehicle identification information, complete the binding verification between the berth and the vehicle, construct the corresponding relationship between the berth and the vehicle, and write the relationship into the specified position of the control instruction system to generate a berth control index value pair set; S502: According to the berth control index value pair set, extract the control status information of the berth and the vehicle, set the corresponding charging preparation signal threshold, screen the index items with consistent status and write them into the control system, and at the same time update the corresponding status to the pre-start state to generate a berth and vehicle pre-start synchronization status value; S503: Based on the index items with updated status in the berth and vehicle pre-start synchronization status value, combine the scheduling index information, add the status identifier and the feedback field, complete the writing of the scheduling feedback information and record the time information and the signal status to generate the number value of the integrated scheduling feedback record entry.

[0018] A parking and charging integrated management system includes: The path construction module obtains the vehicle position, driving direction, and entrance number, calls the node information in the road node layer, filters the path node sequence from the vehicle to the berth, collects the signal cycle, queue number, and passing speed in the path, obtains the number of turning times in the path section, performs weighted processing, maps the berth number to the path nodes, and generates a mapping table of the impact of berth path passage; The passage quantification module calls the mapping table of the impact of berth path passage, extracts the waiting duration at the end of the berth path, performs the accumulation of the passage impact value and the waiting duration, sorts the accumulated value, and generates a list of recommended berth priority numbers; The optimal extraction module calls the list of recommended berth priority numbers, extracts the activation times, occupancy duration, and call records of the corresponding berths, calculates the average call frequency, obtains the data within the current cycle and calculates the cumulative difference, determines whether it exceeds the threshold, and generates a feasibility status table for equipment linkage; The load verification module calls the feasibility status table for equipment linkage and the list of recommended berth priority numbers, filters the berth numbers that can be linked, matches them with the vehicle numbers in the priority order, and generates an execution list for vehicle-berth binding; The scheduling linkage module calls the execution list for vehicle-berth binding, enters the berth and vehicle information into the control system, issues a preparation signal, and records the berth status and vehicle status, generating an integrated scheduling linkage feedback record entry.

[0019] Compared with the prior art, the advantages and positive effects of the present invention are as follows: In the present invention, by combining the vehicle position and direction with the road node layer to construct a path sequence, collecting traffic data and superimposing the number of turning times, refining the evaluation of the complexity of path passage, improving the accuracy of path decision-making, screening the optimal berth path combination in combination with the waiting duration at the end of the path, ensuring that the recommended order matches the real-time traffic status, collecting equipment usage behavior data to calculate the change of control load, avoiding resource conflicts caused by high-frequency calls, preferentially binding berth and vehicle information according to the linkable status, improving the berth adaptation efficiency and scheduling response speed, and synchronously entering the allocation status and pre-start signal when the control instruction is issued, enhancing data consistency and scheduling closed-loop. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic flow chart of the steps of the present invention Figure 2 It is a system module diagram of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0021] In order to make the objectives, technical solutions, and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to 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 used to limit the present invention.

[0022] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by terms such as "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention. In addition, in the description of the present invention, the meaning of "a plurality of" is two or more, unless otherwise specifically defined.

[0023] Please refer to Figure 1 , a method for integrated management of parking and charging, comprising the following steps: S1: Obtain the current position, direction and entrance number of the vehicle, combine with the road node layer, extract the path sequence of the vehicle leading to the candidate berths, collect the traffic signal cycle, vehicle queuing number and passing speed of the nodes in the path, superimpose the number of turning times of each section in the path, match the berth number and the passing influence value of the corresponding path, and generate a berth path passing influence mapping table; S2: According to the berth path passing influence mapping table, extract the passing influence value corresponding to each berth, combine with the waiting duration parameter at the end of the path corresponding to the berth, perform the cumulative operation of the passing influence value and the waiting duration, sort the results in ascending order, extract the berth number and path information with the smallest influence value, and obtain a list of recommended berth priority numbers; S3: According to the numbers in the list of recommended berth priority numbers, extract the activation times, occupancy duration and control call records within a specified time period, calculate the average call frequency of the operations within the time period, perform the cumulative difference between the corresponding records in the current cycle and the average call frequency, determine whether it exceeds the control load threshold, and generate a device linkage feasibility status table; S4: Call the device linkage feasibility status table and the list of recommended berth priority numbers, bind the berth numbers in the linkable state to the vehicle in the order of priority, record the binding relationship, and generate a vehicle-berth binding execution list; S5: According to the vehicle-berth binding execution list, enter the berth number and the corresponding vehicle information into the control instruction system, issue a charging preparation signal, and simultaneously record the berth allocation status and the vehicle pre-start status, and generate an integrated scheduling linkage feedback record entry.

[0024] The berth path passage impact mapping table includes the matching relationship between the path traffic signal cycle, the number of queuing vehicles, the passing speed, the number of turns, the berth number and the passage impact value. The recommended berth priority number list includes the cumulative result of the passage impact value, the waiting duration parameter, the berth number and the path priority sequence. The equipment linkage feasibility status table includes the number of times the berth is enabled, the occupancy duration, the difference in call frequency, and the load threshold judgment status. The vehicle-berth binding execution list includes the linkable berth number, the priority order, and the vehicle binding relationship record. The integrated scheduling linkage feedback record entry includes the berth allocation status, the vehicle pre-start status, the control instruction information, and the charging signal synchronization record.

[0025] Please refer to Figure 1 , and the specific steps of S1 are as follows: S101: Obtain the current position, orientation, and entrance number of the vehicle. Combine with the road node layer, calculate the distance between the vehicle position and the nodes, judge the node direction matching situation according to the direction angle relationship, screen and determine the node numbers that meet the vehicle orientation, and generate the path start node number; After obtaining the geographical location, orientation angle, and entrance number of the vehicle, first determine the coordinate points of the vehicle in real time through in-vehicle positioning equipment, and extract the road node layer from the map system. Each node has a number and spatial coordinates. Then calculate the distance value between the vehicle position and each surrounding node, and use the Euclidean distance method to determine the set of nodes adjacent to the current vehicle position. Subsequently, combine the forward orientation of the vehicle, calculate the angle between each candidate node and the current orientation, and screen the nodes that match the vehicle direction according to the angle size. The matching standard is set according to the angle threshold, generally within 30 degrees in urban sections and within 20 degrees in complex intersection sections. Taking a vehicle with a current coordinate of 100.0, 200.0 and a heading angle of 45 degrees as an example, there are 3 nodes in the road layer, with coordinates of 105.0, 204.0; 108.0, 210.0; 95.0, 190.0 respectively. Calculate the direction angles with it to be approximately 5.7 degrees, 9.5 degrees, and 140 degrees in turn. The first two nodes meet the set direction conditions and are retained. Further compare the distance values between them and the vehicle. For example, if the distance of node one is the smallest, then it is determined as the path start node number.

[0026] S102: Call the path start node number and the corresponding path nodes of the berth, extract the path segments, collect the traffic signals, queuing numbers, and passing speeds of each node, and calculate the path segment passage impact in combination with the path turn ratio to generate the candidate path passage impact interval; The specific calculation formula for calculating the path segment passage impact in combination with the path turn ratio: ; Calculate the path segment passage impact index and generate the candidate path passage impact interval; Among them, H represents the three-dimensional spatial weighted aggregation value of the path segment traffic impact index, represents the turning frequency ratio of the b-th path segment, represents the average queuing quantity (vehicles / minute) of the b-th node, represents the normalized traffic speed (m / s) of the b-th node, represents the traffic signal cycle phase difference coefficient of the b-th node, represents the cooperative control coefficient of the signal lamp groups adjacent to the b-th node, represents the traffic flow density ratio between the b-th path segment and the adjacent path segments, represents the lane number correction factor of the b-th path segment, represents the priority traffic weight of the w-th type of emergency vehicle, represents the non-motor vehicle interference factor of the b-th path segment, and n represents the total number of path segments; The three-dimensional spatial weighted aggregation value H of the path segment traffic impact index is calculated through the following steps. Taking a main road in a certain city with 3 path segments (n = 3) as an example, the numerical values of each parameter are obtained through actual monitoring and calculation; Parameter is the turning frequency ratio, calculated by the ratio of the turning frequency of the path segment to the total driving times, and the monitoring data for path segments 1 to 3 are 0.15, 0.22, and 0.18 respectively; Parameter is the average queuing quantity, and the number of queuing vehicles per minute is counted in real time through traffic cameras. For path segments 1 to 3, they are 8 vehicles / minute, 12 vehicles / minute, and 9 vehicles / minute respectively; Parameter is the normalized traffic speed, collected by a radar speedometer and normalized. For path segments 1 to 3, they are 10.2 m / s, 8.5 m / s, and 9.8 m / s respectively; Parameter is the traffic signal phase difference coefficient, determined by the ratio of the phase difference time recorded by the signal control system to the cycle duration. For path segments 1 to 3, they are 0.33, 0.41, and 0.37 respectively; Parameter is the cooperative control coefficient, calculated according to the green wave band coordination degree of the signal lamp groups at adjacent intersections. For path segments 1 to 3, they are 0.78, 0.65, and 0.72 respectively; Parameter is the traffic flow density ratio, obtained by a microwave detector for the traffic flow density ratio of adjacent road segments. For path segments 1 to 3, they are 1.25, 1.18, and 1.32 respectively; Parameter is the lane number correction factor, which is determined according to the ratio of the actual lane number to the standard lane number (6 lanes in both directions). For path segments 1 to 3, they are 0.92 (5 lanes in both directions), 1.00 (6 lanes in both directions), and 0.85 (4 lanes in both directions) respectively; Parameter is the priority weight for emergency vehicles. According to traffic management regulations, the weight for ambulances is 0.05, for fire trucks is 0.07, and for police cars is 0.03. In this case, the weight for ambulances is taken as 0.05; Parameter is the non-motor vehicle interference factor, which is calculated by analyzing the occupancy rate of the non-motor vehicle lane through video. For path segments 1 to 3, they are 0.12, 0.21, and 0.15 respectively; Substitute the above parameters into the formula for calculation: The numerator term for path segment 1 is ; The denominator adjustment term is ; The product is 0.1186×2.12 = 0.2514; For path segment 2, the calculated value is 0.2517; For path segment 3, the calculated value is 0.1982; Finally, H = 0.2514 + 0.2517 + 0.1982 = 0.7013; This result indicates that path segment 2 has the greatest impact on the overall traffic flow. The numerical results directly reflect the comprehensive traffic flow impact weights of each path segment, and the overall traffic flow impact index is obtained by accumulation for generating the traffic flow impact range of the candidate paths.

[0027] S103: According to the berth path node sequence, match the values of each segment in the corresponding candidate path traffic flow impact range, establish the correspondence between the berth number and the path traffic flow impact, and generate the mapping table of the berth path traffic flow impact value; According to the path node sequence corresponding to the berth, each section of the path is separately matched and searched to retrieve the corresponding traffic impact score value in the traffic impact range. The matching method uses the corresponding relationship between the berth number and the path node section, and gradually constructs the combined relationship between the path section number and its traffic impact value, and organizes it into a structured mapping data. If a berth path contains node sections from 5 to 6 and from 6 to 7, and the corresponding impact values are 0.42 and 0.65, the berth number can be combined with the two section numbers and the corresponding scores into a set of data. If it is necessary to further obtain the overall traffic impact value of the path corresponding to the berth, the average value method or weighted processing according to the section length can be used. The weighting method is based on the length of the path section. For example, if the section lengths are 60 meters and 40 meters respectively, the weighted result is obtained by multiplying the two values by their respective lengths and then using the total length as the denominator to obtain the final traffic impact value. The above process can batch process multiple berth paths, generate a mapping table between the berth number and the complete path impact value, and form a path impact data system with clear structure and complete content.

[0028] Please refer to Figure 1 , and the specific steps of S2 are as follows: S201: Obtain the berth number and path information in the traffic impact mapping table of the berth path, call the path end waiting duration parameter, and perform cumulative processing on the traffic impact value and the waiting duration to generate the cumulative traffic resistance value of the berth path; After obtaining the berth number and path information in the traffic impact mapping table of the berth path, it is necessary to identify the path corresponding to each berth and extract the path node sequence and path length data. For example, a berth corresponds to a path, the path consists of multiple nodes, and the overall length is about 800 meters. The path end waiting duration parameter can be provided by the port area traffic system, assumed to be 4.5 minutes. For each section of the path, the traffic resistance needs to be estimated according to the risk level, traffic speed, and length. For example, a 200-meter section located in a high-risk area with a traffic speed of 20 kilometers per hour, its traffic resistance can be estimated to be about 0.66 minutes. Repeat this process to accumulate each section of the path to form the total traffic resistance value of the entire path, and then add up the end waiting duration to obtain the cumulative traffic resistance value of the berth path. For example, if the internal resistance of the path totals 3.5 minutes and the end waiting is 4.5 minutes, the cumulative traffic resistance value of the path corresponding to the berth is 8 minutes. The same steps need to be performed for all berth paths, and finally, a complete list of resistance values is summarized for subsequent path optimization and sorting analysis.

[0029] S202: According to the cumulative traffic resistance value of the berth path, sort all berth paths in ascending order of traffic resistance, extract the berth number with the smallest traffic resistance value and the corresponding path information, and obtain the lowest traffic resistance path information value; According to the accumulated passing resistance values of the formed berth paths, sort all berth paths from small to large. First, list the berth numbers, path numbers and their corresponding resistance values, and sort them according to the resistance values. For example, if the resistance values of three paths are 6.3, 8.0, and 9.1 respectively, the sorting result is 6.3, 8.0, 9.1, and the corresponding berth numbers are arranged in order. For example, they are berth 2, 1, and 3. During the sorting process, the data units need to be unified and the interference of abnormal values needs to be excluded. After sorting, select the berth number and path information with the smallest resistance value as the path with the current lowest passing resistance for output. For example, the lowest resistance is 6.3 minutes, and the corresponding berth number is 2. Its path number and node sequence are recorded accordingly as the starting reference path in the subsequent recommended priority sequence.

[0030] S203: Based on the berth numbers extracted from the information value of the path with the lowest passing resistance, call the berth path and sorting information of the same group of classified berths, and arrange the berth numbers in ascending order according to the accumulated passing resistance to obtain a list of recommended priority berth numbers; After extracting the berth numbers from the path with the lowest passing resistance, enter the data set of the same berth classification group. For all berth numbers under this classification, execute the calculation process of the passing resistance value respectively to obtain the accumulated resistance data corresponding to each path. For example, there are three berths in the same category, and their resistance values are 6.3, 7.2, and 8.4 minutes respectively. Then, sort them in ascending order according to the resistance values to obtain the priority berth number order as 2, 4, 7. This sorting result can be used as the recommended priority list of berths in the scheduling system to guide the berth allocation operation. During the process of generating the recommended list, the classification criteria need to be consistent, such as all being bulk cargo berths or container berths. The recommended quantity can be set to a fixed value such as the top 3 or adjusted according to the scheduling strategy to support dynamic recommendation requirements.

[0031] Please refer to Figure 1 , the specific steps of S3 are as follows: S301: According to the recommended priority list of berths, obtain the activation records, occupancy records and control call records within the specified time period, calculate the activation duration and occupancy times, count the control call times, and generate the number activation call statistical value; Each number in the recommended berth priority number list needs to be associated with the historical records stored in the system, and the activation record, occupancy record and control call record of each number within the specified time period are extracted. The activation record is extracted based on the activation time and deactivation time fields recorded in the system, and the activation time in the corresponding period is calculated. For example, number A001 is activated at 08:00 on a certain day and deactivated at 18:00, and the corresponding activation time is 10 hours. The occupancy record determines a complete occupancy process by the time of vehicle parking and departure. If three vehicles park and leave for number A001 on the same day, the occupancy count is counted as three times. The control call record can be read from the log file in the berth management system. Each record corresponds to a control call. For example, if a berth has 12 valid instruction issuance records on that day, the control call count is 12 times. Extract and count the activation time, occupancy times and call times one by one according to the number, and generate a list containing all numbers and their activation call-related statistical values after integration, so as to prepare basic data for subsequent analysis.

[0032] S302: Perform a proportional operation on the number of calls in the call statistics value of the call number activation and the total duration of the time period to calculate the average call frequency, accumulate the difference between each record and the number average value, and obtain the call frequency offset value; The ratio of the number of calls of each number to its activation time is calculated to obtain the average call frequency in the specified time period. For example, if a number is controlled to be called 12 times during the 10-hour activation period, the average call frequency is 1.2 times per hour. Calculate the average call frequency of all numbers. For example, the sum of the frequencies of all numbers and divide by the total number of numbers gives an average of 1.0 times per hour. The frequency of the above number is higher than the average, and the offset is 0.2. Similarly, if the call frequency of another number is 0.7 times per hour, its offset is negative, about -0.3. Perform a difference operation on the frequency of all numbers and the overall average, and accumulate the difference item by item to form a call frequency offset. This process is based on each number, and the entire list needs to be traversed and performed independently. Finally, the offsets of all numbers are summarized to provide a basic judgment basis for the next screening work.

[0033] S303: judging according to the call frequency offset value and the control load threshold, filtering the numbers exceeding the threshold, building the status field in combination with the activation frequency and the occupied time, and generating a device linkage feasibility status table; Introduce a control load threshold as a judgment criterion in the obtained call frequency offset. For example, set the threshold such that the absolute value of the offset is greater than 0.5. Numbers exceeding this value are considered to have a significantly offset control call load. Mark and extract these numbers, and then calculate the activation frequency of each number, which can be obtained by dividing the activation duration by the total duration of the time period. For example, if the activation duration is 10 hours and the total time period is 24 hours, the activation frequency is 41.67%. At the same time, extract the occupancy duration and divide it by the total duration of the time period to form the occupancy frequency. For example, an occupancy of 8 hours corresponds to 33.33%. Form an activation-occupancy profile through the above two percentage indicators, and then combine the offset value to construct the status field of each number. For example, if a number has a high offset, high activation frequency, and high occupancy ratio, it can be marked as "high offset + high activation + high occupancy". If the offset is low, the activation time is short, and the occupancy is low, it can be marked as "low offset + sparse activation + low occupancy". Clearly define the status of each device through the combined field type, and finally form a device linkage feasibility status table, including the number, offset, activation frequency, occupancy frequency, and status field, fully presenting the operating status corresponding to each number.

[0034] Please refer to Figure 1 , and the specific steps of S4 are as follows: S401: Call the berth number, linkable status parameter, and occupancy status parameter in the device linkage feasibility status table. According to the matching relationship between the occupancy status and the linkable status, screen the berth numbers that simultaneously meet the conditions of unoccupied and linkable, and generate a set of linkable berth numbers; Read the berth number, linkable status, and occupancy status from the device linkage feasibility status table in sequence. Each berth number corresponds to two status parameters. The linkable status is represented by 1 for linkable and 0 for non-linkable, and the occupancy status is represented by 1 for occupied and 0 for unoccupied. Compare each group of data one by one. When the occupancy status of a certain berth is 0 and the linkable status is 1, it is considered that the berth can participate in subsequent linkage processing. In this process, two sets of conditions can be set for screening. The first set screens out all berths with an occupancy status of 1, and the second set retains all berths with a linkable status of 1. The berth numbers that meet both sets of conditions are the target set. For example, the total berth numbers are B001 to B004, and the corresponding statuses are: B001 is occupied and non-linkable, B002 is unoccupied and linkable, B003 is unoccupied and linkable, B004 is occupied but linkable. Only B002 and B003 meet the screening conditions and are included in the set of linkable berth numbers. This process is applicable to the parking lot management system. By reading the status records exported from the device monitoring system for processing, the filtering function of the spreadsheet or the data analysis library of the programming language can be selected to obtain the set of berth numbers that simultaneously meet the conditions of unoccupied and linkable as the basis for subsequent recommendation and allocation.

[0035] S402: According to the berth numbers in the set of linkable berth numbers, call the priority values corresponding to the berths in the recommended berth priority number list, complete the mapping based on the number consistency, and arrange the berth numbers in the order of the priority values to generate a priority berth number sequence; The specific calculation formula for calling the priority value corresponding to the berth in the recommended berth priority number list is: ; Calculate the comprehensive priority parameter, complete the mapping based on the number consistency, and arrange the berth numbers in the order of the priority values to generate a priority berth number sequence; Among them, represents the comprehensive priority parameter of the i-th berth in the recommended berth list, represents the digital characteristic value of the berth number (converted from the unique hash value of the number), represents the number consistency coefficient (value range 0.8 - 1.2), represents the historical usage frequency weight coefficient (dynamically adjusted according to the usage frequency statistics in the recent 12 months), represents the time decay factor (inversely proportional to the number of days between the last three usages), represents the environmental interference factor (a composite parameter including weather, tide, and equipment status), and k represents the differentiated time period and the influence factor number; Parameter definition and data acquisition: : The berth number B - 2037 generates a hash value 0x9f86d081 through the SHA - 256 hash algorithm, and the last four digits are intercepted and converted into a decimal digital characteristic value 0810; : Through the matching degree detection of the number prefix B - 2 with the recommended list, a 15% coefficient increase is triggered and set to 1.15; : The usage frequency in the recent 12 months is counted as 864 times, and the weight coefficient is increased by 0.1 for every 100 - usage magnitude, and the calculated value is 8.6; : The measured values of the number of days between the last three usages are collected as 7 days, 14 days, and 21 days, and the reciprocals are taken to get 0.1429, 0.0714, and 0.0476; : Integrate the real - time monitoring data of the meteorological bureau (wind speed level 6 corresponds to 0.25, tide height 2.8 meters corresponds to 0.18, and the equipment inspection report intact rate of 98% corresponds to 0.03) Step - by - step calculation process: The first - item calculation: ; The second - item calculation: ; Result synthesis: ; Result interpretation The priority comprehensive parameter 317.821 directly corresponds to the ranking weight of the berth in the priority sequence. The larger the value, the higher the priority of the berth in the recommended sequence.

[0036] S403: calling the vehicle number and the berth number in the priority berth number sequence, binding the priority berth numbers in sequence according to the vehicle number, summarizing and recording the binding results in a list, and generating a vehicle berth binding execution list; Read the vehicle number and the sorted parking space number sequence, match the vehicle number with the parking space number one by one, and bind them in order. When the number of vehicle numbers is not equal to the number of parking space numbers, the binding is limited to the smaller number, and the part that cannot be matched is not processed. For example, if the vehicle numbers are C001 and C002, and the parking space number sequence is B002 and B003, then C001 is bound to B002, and C002 is bound to B003. If the number of vehicles increases to three, C003 is not in the binding list because there is no corresponding parking space. During execution, the two number lists can be matched one by one in the order of position, and a binding relationship is formed pair by pair. The record is recorded as a list, which contains the number combination of the parking space corresponding to each vehicle. In actual operation, it is used to generate a parking scheduling list or a parking space allocation table for an automatic guidance system. This binding method can be applied to scenarios such as smart garages and logistics parks. The input data can be exported from the reservation system or the license plate recognition system. The matching relationship is established and the final record is formed through the data processing tool to realize the dynamic management and allocation of parking space resources.

[0037] See also Figure 1 , the specific steps of S5 are: S501: Based on the vehicle berth binding execution list, the berth number and vehicle identification information are called to complete the binding verification between the berth and the vehicle. After eliminating the data that does not meet the matching conditions, the corresponding relationship between the berth and the vehicle is constructed, and the relationship is written into the specified position of the control instruction system to generate a berth control index value pair set; Based on the vehicle berth binding execution list, first read the berth numbers and vehicle identification information included in the list item by item. Each piece of data must be preliminarily screened by comparing the uniqueness and validity of the berth numbers. For example, the berth number 1001 must exist in the berth resource list supported by the current control system, and fast verification can be achieved through a hash table or a number index pool. For the existing berth numbers, call the corresponding vehicle identifications in the registration form, such as license plate numbers, RFID numbers, or in-vehicle terminal IDs, to verify the binding relationship. One-to-many or many-to-one binding relationships need to be excluded. For example, if the number 1002 is bound to two vehicle IDs at the same time, this entry is regarded as an invalid record and transferred to the buffer area for manual intervention or reallocation. After cleaning, the data forms a one-to-one corresponding structure format and is stored in the memory buffer area. The data is written into the specified data segment address of the control system through the write interface. The control index value adopts a fixed-step allocation method. For example, the starting address is 4096, and for each newly added berth number, the control address increases by a fixed step of 16. The number 1001 is mapped to 4096, and the number 1002 is mapped to 4112, and so on, forming a set of berth control index value pairs.

[0038] S502: According to the set of berth control index value pairs, extract the control status information of the berths and vehicles, set the corresponding charging preparation signal threshold, screen the index items with the same status and write them into the control system. At the same time, update the corresponding status to the pre-start status and generate the pre-start synchronization status value of the berths and vehicles; Based on the established set of berth control index value pairs, extract the status word of each berth from the control system. This status word is in a 16-bit binary format and contains information such as whether there is a vehicle in place, whether there is an abnormality, and the interface contact status. By reading the status content of each bit and converting it into an actual logical judgment value for comparison. For example, when the sensor signal voltage for judging whether there is a vehicle in place is greater than 5 volts, it is defined as in place, and when it is less than 5 volts, it is defined as out of place; for the interface contact status, if the 5th bit in the status word is 1, it is considered that the contact is normal. Set the charging preparation threshold signal to maintain a high level for more than 200 milliseconds. The system periodically reads each control status and writes the berth-vehicle pairs that meet the conditions into the pre-start status buffer area of the control system. At the same time, update the status flag bit to pre-started. This status update record will be stored in the control system memory and reflected by the status flag field. If the berth number 1003 meets all the conditions, its status flag bit will be set to 1, indicating that it can enter the next stage of scheduling.

[0039] S503: Based on the index items with updated status in the pre-start synchronization status value of the berths and vehicles, combine the scheduling index information, add the status identification and feedback fields, complete the writing of the scheduling feedback information, record the time information and signal status, and generate the number value of the integrated scheduling feedback record entries; Filter the records with the status value of 1 from the pre-start status value set. Each item corresponds to a berth number and its bound vehicle identifier. The system combines the scheduling index data, adds the timestamp generated by the current record and the feedback status field. The time information obtains the current standard time through the system clock and records it. For example, the record generation time is 1685328000, corresponding to 08:00:00 on May 29, 2025 in Beijing time. The feedback status field indicates whether the control command is successfully issued. For example, a set value of 1 means that the controller has received the response, and a set value of 0 means no response or the control instruction has not been executed. All scheduling information is uniformly written into the control system scheduling feedback log area, and a structured record method can be used for management. For each newly added record, the total number of records is incremented by 1. For example, if there are currently 38 feedback records, after adding a feedback for berth number 1004, the total number of records becomes 39, which is used as the current scheduling feedback quantity value to update the system status.

[0040] Please refer to Figure 2 , a parking and charging integrated management system, including: The path construction module obtains the vehicle position, driving direction and entrance number, calls the node information in the road node layer, filters the path node sequence from the vehicle to the berth, collects the signal cycle, queuing quantity and passing speed in the path, obtains the number of turning times in the path section, performs weighted processing, maps the berth number to the path node, and generates a berth path traffic impact mapping table; The traffic quantification module calls the berth path traffic impact mapping table, extracts the waiting duration at the end of the berth path, performs the accumulation of the traffic impact value and the waiting duration, sorts the accumulated value, and generates a recommended berth priority number list; The optimal extraction module calls the recommended berth priority number list, extracts the activation times, occupancy duration and call records of the corresponding berths, calculates the average call frequency, obtains the data in the current cycle and calculates the cumulative difference, determines whether it exceeds the threshold, and generates a device linkage feasibility status table; The load verification module calls the device linkage feasibility status table and the recommended berth priority number list, filters the berth numbers that can be linked, matches them with the vehicle numbers in the priority order, and generates a vehicle-berth binding execution list; The scheduling linkage module calls the vehicle-berth binding execution list, enters the berth and vehicle information into the control system, issues a preparation signal, and records the berth status and vehicle status, generating an integrated scheduling linkage feedback record entry.

[0041] The above are only the preferred embodiments of the present invention and do not limit the present invention in other forms. Any person skilled in the art may use the technical content disclosed above to make changes or modifications into equivalent embodiments with equivalent changes and apply them to other fields. However, as long as it does not depart from the technical solution content of the present invention, any simple modification, equivalent change, and modification made to the above embodiments based on the technical essence of the present invention still fall within the protection scope of the technical solution of the present invention.

Claims

1. An integrated management method for parking and charging, characterized in that, It includes the following steps: S1: Obtain the current position, driving direction and entrance number of the vehicle. Combine with the road node layer to extract the path sequence leading to the candidate berths. Collect the traffic signal cycle, vehicle queuing quantity and passing speed of the nodes in the path, calculate the number of path turns, match the berth number with the path passing influence value, and generate a berth path passing influence mapping table; S2: Based on the berth path passing influence mapping table, extract the passing influence value of each berth, and combine with the waiting duration parameter at the end of the path to perform the cumulative operation of the passing influence value and the waiting duration. Extract the berth number with the minimum influence value and the corresponding path information, and generate a recommended berth priority number list; S3: According to the recommended berth priority number list, extract the activation times, occupancy duration and control call records within the specified time period, calculate the average call frequency within the time period, perform the difference accumulation of the call records in the current cycle and the average call frequency, judge whether it exceeds the control load threshold, and generate a device linkage feasibility status table; S4: Based on the device linkage feasibility status table and the recommended berth priority number list, screen the linkable berth numbers in the order of priority and bind them to the vehicle to generate a vehicle-berth binding execution list.

2. The integrated parking and charging management method according to claim 1, wherein The berth path passing influence mapping table includes the matching relationship between the path traffic signal cycle, vehicle queuing quantity, passing speed, number of turns, berth number and passing influence value. The recommended berth priority number list includes the cumulative result of the passing influence value, waiting duration parameter, berth number and path priority sequence. The device linkage feasibility status table includes the berth activation times, occupancy duration, call frequency difference, load threshold judgment status. The vehicle-berth binding execution list includes the linkable berth numbers, priority order, and vehicle binding relationship record.

3. The integrated parking and charging management method according to claim 1, wherein The specific steps of S1 are as follows: S101: Obtain the current position, orientation and entrance number of the vehicle. Combine with the road node layer to calculate the distance between the vehicle position and the node. Judge the node direction matching situation according to the direction angle relationship, screen and determine the node numbers that conform to the vehicle orientation, and generate the path starting node number; S102: Call the path starting node number and the corresponding path nodes of the berth, extract the path segments and collect the traffic signals, queuing quantities and passing speeds of each node. Combine with the path turn ratio to calculate the passing influence of the path segment, and generate a candidate path passing influence interval; S103: Based on the berth path node sequence, match the values of each segment in the corresponding candidate path passing influence interval, establish the corresponding relationship between the berth number and the path passing influence, and generate a berth path passing influence value mapping table.

4. The integrated parking and charging management method according to claim 3, wherein, The specific calculation formula for calculating the passing influence of the path segment by combining the path turn ratio: ； Calculate the passing influence index of the path segment to generate a candidate path passing influence interval; Among them, H represents the three-dimensional spatial weighted aggregation value of the path segment traffic impact index, represents the turning frequency ratio of the b-th path segment, represents the average queue length of the b-th node, represents the normalized traffic speed of the b-th node, represents the traffic signal cycle phase difference coefficient of the b-th node, represents the cooperative control coefficient of the signal light groups adjacent to the b-th node, represents the traffic flow density ratio of the b-th path segment to the adjacent path segments, represents the lane number correction factor of the b-th path segment, represents the priority weight of the w-th type of emergency vehicle, represents the non-motor vehicle interference factor of the b-th path segment, and n represents the total number of path segments.

5. The integrated parking and charging management method according to claim 3, wherein, The specific steps of S2 are as follows: S201: Obtain the berth number and path information in the berth path passing influence mapping table, call the waiting duration parameter at the path end, and perform the cumulative processing on the passing influence value and the waiting duration to generate a berth path cumulative passing resistance value; S202: According to the cumulative passing resistance values of the berth paths, sort all berth paths in ascending order of passing resistance, extract the berth number with the minimum passing resistance value and the corresponding path information, and obtain the minimum passing resistance path information value; S203: Based on the berth number extracted from the minimum passing resistance path information value, call the berth path and sorting information of the same group classification, and arrange the berth numbers in sequence according to the cumulative passing resistance to obtain the berth recommended priority number list.

6. The integrated parking and charging management method according to claim 5, characterized in that The specific steps of S3 are as follows: S301: According to the berth recommended priority number list, obtain the activation records, occupancy records and control call records within a specified time period, calculate the activation duration and occupancy times, count the control call times, and generate the number activation call statistical value; S302: Call the ratio operation of the call times in the number activation call statistical value and the total duration of the time period, calculate the average call frequency, and accumulate the difference between each record and the number average value to obtain the call frequency offset value; S303: According to the judgment of the call frequency offset value and the control load threshold, screen the numbers exceeding the threshold, combine the activation frequency and occupancy duration to construct a status field, and generate the equipment linkage feasibility status table.

7. The integrated parking and charging management method according to claim 6, wherein, The specific steps of S4 are as follows: S401: Call the berth number, linkable status parameter and occupancy status parameter in the equipment linkage feasibility status table, and according to the matching relationship between the occupancy status and the linkable status, screen the berth numbers that simultaneously meet the conditions of unoccupied and linkable to generate a set of linkable berth numbers; S402: According to the berth numbers in the set of linkable berth numbers, call the priority values corresponding to the berths in the berth recommended priority number list, complete the mapping based on the number consistency, and arrange the berth numbers in the order of the priority values to generate a priority berth number sequence; S403: Call the vehicle number and the berth numbers in the priority berth number sequence, bind the priority berth numbers in sequence according to the vehicle number order, and summarize the binding results and record them in the list to generate a vehicle-berth binding execution list.

8. The integrated parking and charging management method according to claim 7, wherein The specific calculation formula for calling the priority values corresponding to the berths in the berth recommended priority number list is: ； Calculate the priority comprehensive parameter, complete the mapping based on the number consistency, and arrange the berth numbers in the order of the priority values to generate a priority berth number sequence; Among them, represents the comprehensive priority parameter of the i-th berth in the recommended berth list, represents the digital characteristic value of the berth number, represents the number consistency coefficient, represents the historical usage frequency weight coefficient, represents the time decay factor, represents the environmental interference factor, where k represents the differentiated time period and the influence factor number.

9. The integrated parking and charging management method according to claim 1, characterized in that, The method further includes: S5: According to the vehicle-berth binding execution list, enter the berth number and vehicle corresponding information into the control instruction system, and at the same time synchronously record the berth allocation status and the vehicle pre-start status to generate an integrated scheduling linkage feedback record entry; The integrated scheduling linkage feedback record entry includes berth allocation status, vehicle pre-start status, control instruction information and charging signal synchronous record; The specific steps of S5 are as follows: S501: Based on the vehicle-berth binding execution list, call the berth number and vehicle identification information, complete the binding verification between the berth and the vehicle, construct the corresponding relationship between the berth and the vehicle, and write the relationship into the specified position of the control instruction system to generate a set of berth control index value pairs; S502: Extract the control status information of the berth and the vehicle according to the set of berth control index values, set the corresponding charging preparation signal threshold, screen the index items with consistent statuses and write them into the control system. At the same time, update the corresponding status to the pre-start status and generate the pre-start synchronization status value of the berth and the vehicle. S503: Based on the index items with updated statuses in the pre-start synchronization status value of the berth and the vehicle, combine the scheduling index information, add status identifiers and feedback fields, complete the writing of the scheduling feedback information, record the time information and signal status, and generate the quantity value of the integrated scheduling feedback record entries.

10. An integrated parking and charging management system, characterized in that, A parking and charging integrated management method according to any one of claims 1-9, the system comprising: The path construction module obtains the vehicle position, driving direction and entrance number, calls the node information in the road node layer, screens the path node sequence from the vehicle to the berth, collects the signal cycle, queue number and passing speed in the path, obtains the number of turning times in the path section, performs weighted processing, maps the berth number to the path node, and generates a berth path traffic impact mapping table. The traffic quantification module calls the berth path traffic impact mapping table, extracts the waiting duration at the end of the berth path, performs the accumulation of the traffic impact value and the waiting duration, sorts the accumulated value, and generates a recommended berth priority number list. The preferred extraction module calls the recommended berth priority number list, extracts the activation times, occupancy duration and call records of the corresponding berths, calculates the average call frequency, obtains the data in the current cycle and calculates the cumulative difference, determines whether it exceeds the threshold, and generates a device linkage feasibility status table. The load verification module calls the device linkage feasibility status table and the recommended berth priority number list, screens the linkable berth numbers, matches them with the vehicle numbers in the order of priority, and generates a vehicle-berth binding execution list. The scheduling linkage module calls the vehicle-berth binding execution list, enters the berth and vehicle information into the control system, issues a preparation signal, and records the berth status and vehicle status, generating an integrated scheduling linkage feedback record entry.

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