Intelligent parking dynamic scheduling optimization method and system

Abstract

The application relates to the technical field of parking management, in particular to a smart parking dynamic scheduling optimization method and system, which comprises the following steps: acquiring vehicle data of a parking lot entrance and exit per unit time, monitoring the vehicle passing rate of a parking lot passage, calculating the vehicle flow load level of a parking area, and obtaining parking flow monitoring data.In the application, according to the dynamic change of the flow of the parking area, the parking space occupancy density is calculated, the load evaluation of different parking areas is refined in combination with the vehicle flow rate, the parking space release rhythm is adjusted according to the real-time congestion condition of the parking area, and the parking space opening proportion is dynamically optimized in combination with the supply demand, so that the parking resource distribution is more flexible, the incoming vehicles are matched with the adaptive parking spaces, the vehicle density change trend in the parking lot is combined, the parking space utilization rate is maximized, the vehicle entry and exit path is optimized in combination with the internal passage bearing capacity of the parking lot, the vehicle flow is dynamically distributed, and the overall operation efficiency of the parking lot is enhanced.

Description

Technical Field

[0001] This invention relates to the field of parking management technology, and in particular to a method and system for optimizing dynamic scheduling of intelligent parking. Background Technology

[0002] Parking management technology encompasses technical solutions for vehicle parking, scheduling, guidance, and related fee management. Its core content involves improving the utilization rate of parking resources, reducing time spent searching for parking spaces, and optimizing the overall operational efficiency of parking lots or urban roads through data collection, vehicle identification, space allocation, and scheduling optimization. Parking management technology includes information collection based on sensing devices, vehicle route planning, parking space allocation strategies, and remote monitoring. Its development involves technologies such as license plate recognition, wireless communication, automatic control, parking space detection, and data interaction. Currently, this technology field is evolving towards intelligentization, combining dynamic scheduling, data fusion, and optimized calculations to achieve efficient parking resource allocation.

[0003] The intelligent parking dynamic scheduling optimization method refers to a technical approach that uses real-time monitoring data, vehicle status information, and parking lot resource distribution to dynamically adjust vehicle parking planning and improve scheduling efficiency through optimization strategies. This method addresses parking resource management issues in parking lots or urban roads by employing analysis techniques based on vehicle location information, parking space occupancy status, and traffic flow monitoring data. Combined with scheduling rules, it optimizes parking space allocation to form a dynamic allocation scheme. Specifically, it uses a scheduling algorithm based on parking demand prediction. By calculating vehicle arrival time, parking duration, and the availability of surrounding parking resources, a scheduling model is constructed to achieve parking space matching and vehicle route optimization. Furthermore, this method involves a network-based parking data interaction mechanism to update parking status information in real time and adjust parking guidance strategies based on vehicle entry and exit data, thereby forming an intelligent and dynamically adjustable parking scheduling scheme.

[0004] In existing parking lot management, parking flow monitoring relies on fixed-period data collection, lacking real-time perception of parking flow, making it difficult to cope with sudden changes in traffic volume when allocating parking resources. Load assessment of parking areas is mainly based on historical data, failing to accurately reflect instantaneous traffic flow, resulting in lagging scheduling strategies and impacting parking space utilization. The lack of a dynamic matching mechanism between parking space release and supply-demand adjustment leads to parking shortages in high-demand areas and resource waste in low-demand areas. Vehicle parking selection lacks refined matching, failing to accurately allocate spaces based on factors such as vehicle size and power type, increasing the time cost of finding parking spaces and reducing parking efficiency. Parking guidance methods rely on fixed route recommendations, failing to dynamically adjust based on real-time traffic conditions, resulting in excessive pressure on some lanes and affecting overall flow efficiency. Lagging data update and feedback mechanisms in parking resource scheduling hinder refined management, leading to disorderly parking and impacting the overall level of parking management. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of existing technologies by proposing a smart parking dynamic scheduling optimization method.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a smart parking dynamic scheduling optimization method, comprising the following steps:

[0007] S1: Obtain vehicle data per unit time at the entrance and exit of the parking lot, monitor the vehicle passing speed of the parking lot lanes, calculate the traffic load level of the parking area, and obtain parking flow monitoring data.

[0008] S2: Based on the parking flow monitoring data, calculate the parking space occupancy density, analyze the vehicle turnover rate, statistically analyze the traffic load level of different parking areas, determine the real-time traffic pressure of the parking area, and obtain the parking area congestion index.

[0009] S3: Based on the congestion index of the parking area, adjust the parking space release rhythm according to the congestion status, calculate the parking space supply and demand, adjust the parking space opening ratio, and obtain the parking space release control scheme.

[0010] S4: Based on the parking space release control scheme, by allocating corresponding parking spaces to vehicles entering the parking lot, analyze the vehicle density change trend of different zones in the parking lot, calculate the parking space matching ratio, dynamically adjust the distribution of parking areas, and obtain an intelligent parking area matching scheme.

[0011] S5: Based on the intelligent parking area matching scheme, analyze the vehicle entry path of the target parking area according to the carrying capacity of the internal passage of the parking lot, and dynamically divert and guide the traffic according to the congested area to obtain a vehicle dynamic guidance scheme.

[0012] As a further aspect of the present invention, the parking flow monitoring data includes the number of vehicles entering per unit time, the length of the waiting queue, the number of vehicles completing parking, the number of remaining parking spaces in the parking area, the vehicle throughput rate of the parking lot's traffic lanes, and the traffic load level of the parking area; the parking area congestion index includes the parking space occupancy density, vehicle turnover rate, parking area traffic load level, parking area load benchmark, and real-time traffic pressure data of the parking area; the parking space release control scheme includes the parking space release rhythm, low-priority parking space suspension status recording, parking turnover frequency, parking space supply and demand data, and parking space opening ratio data; the intelligent parking area matching scheme includes the parking space allocation scheme matching the size of entering vehicles, the new energy vehicle charging parking space adaptation scheme, the analysis results of the trend of vehicle density change in different zones within the parking lot, parking space adaptation ratio data, and the parking area dynamic adjustment scheme; the vehicle dynamic guidance scheme includes the vehicle entry path of the target parking area, the carrying capacity of the internal passage of the parking lot, the dynamic diversion guidance strategy of congested areas, lane passage priority, and the exit vehicle passage path.

[0013] As a further aspect of the present invention, the specific steps for obtaining vehicle data per unit time at the entrance and exit of the parking lot, monitoring the vehicle throughput rate of the parking lot's traffic lanes, calculating the traffic load level of the parking area, and obtaining parking flow monitoring data are as follows:

[0014] S111: Obtain the number of vehicles entering the parking lot entrance and exit per unit time, the length of the waiting queue, and the number of vehicles that have completed parking. Call the sensors to count the number of remaining parking spaces in the parking area, monitor the vehicle throughput rate of the parking lot lanes, establish a preliminary parking flow dataset, record the entrance and exit flow, lane throughput rate and parking-related parameters, and obtain basic parking flow data.

[0015] S112: Based on the aforementioned parking flow data, the following formula is used:

[0016]

[0017] Calculate the parking area load index L p The load level of parking areas in different time periods is analyzed to determine the traffic density within the area, and the parking area load analysis results are obtained, where V i P represents the number of vehicles entering the parking lot during the i-th time period, S represents the total number of parking spaces in the parking lot, and P represents the number of vehicles entering the parking lot during the i-th time period. i W represents the number of vehicles parked within the i-th time period. q T represents the current length of the parking lot waiting queue. w This represents the average vehicle waiting time per unit of time, where n represents the number of time periods.

[0018] S113: Based on the parking area load index and combined with the real-time traffic flow monitoring data of the parking area, analyze the traffic flow change trend in each time period to obtain parking flow monitoring data.

[0019] As a further aspect of the present invention, based on the parking flow monitoring data, the specific steps for calculating parking space occupancy density, analyzing vehicle turnover rate, statistically analyzing the traffic load level of different parking areas, determining the real-time traffic pressure of parking areas, and obtaining the parking area congestion index are as follows:

[0020] S211: Based on the parking flow monitoring data, the following formula is used:

[0021]

[0022] Calculate the parking space occupancy ratio D of the parking area p The parking space density of the parking area was analyzed to obtain parking space occupancy analysis data, where O i The number of parking spaces occupied in the i-th time period represents the number of parking spaces in the parking lot, and n represents the number of time periods.

[0023] S212: Based on the parking space occupancy analysis data of the parking area, analyze the vehicle turnover rate in each time period, calculate the proportion of vehicles entering and leaving the parking area per unit time, and obtain the vehicle turnover rate data of the parking area.

[0024] S213: Based on the vehicle turnover rate data of the parking area, calculate the traffic load level of the different parking areas, compare the traffic load level of each area with the parking area load benchmark, determine the real-time traffic pressure of the current parking area, and output the parking area congestion index.

[0025] As a further aspect of the present invention, the specific steps for obtaining a parking space release control scheme based on the parking area congestion index, adjusting the parking space release rhythm according to the congestion status, calculating the parking space supply and demand, and adjusting the parking space opening ratio are as follows:

[0026] S311: Based on the congestion index of the parking area, determine whether the congestion level of the current parking area has reached the parking flow control threshold, adjust the parking space release rhythm according to the calculation results, suspend low-priority parking spaces in the parking area, and obtain the parking space release status record of the parking area.

[0027] S312: Based on the parking space release status record of the parking area, adjust the parking flow frequency of the parking area, count the number of parking flows per unit time, and optimize the parking space opening ratio according to the traffic flow trend, using the formula:

[0028]

[0029] Calculate the parking turnover adjustment ratio R for each time period.o We obtained parking space supply and demand adjustment data, including F i T represents the actual number of parking transactions within the i-th time period. p D represents the total parking time in the current parking area. c D represents the parking space occupancy density of the current parking area. t This represents the target parking space occupancy density, and n represents the number of time periods.

[0030] S313: Based on the parking space supply and demand adjustment data, adjust the parking space opening ratio, and combine the parking space release strategy of different parking areas to obtain a parking space release control plan.

[0031] As a further aspect of the present invention, based on the parking space release control scheme, the specific steps for allocating corresponding parking spaces to entering vehicles, analyzing the vehicle density change trends in different zones within the parking lot, calculating the parking space matching ratio, dynamically adjusting the parking area distribution, and obtaining an intelligent parking area matching scheme are as follows:

[0032] S411: Based on the parking space release control scheme, detect the size of the entering vehicle, match the corresponding size parking space, allocate the corresponding parking space according to the matching result, and obtain the vehicle parking space allocation scheme.

[0033] S412: According to the vehicle parking space allocation scheme, new energy vehicles are selected, parking areas are matched according to the new energy vehicle charging parking space adaptation standard, the new energy vehicle charging parking space adaptation ratio is calculated, and the new energy vehicle parking space adaptation ratio data is obtained.

[0034] S413: Based on the new energy vehicle parking space matching ratio data, analyze the vehicle density change trend in different zones within the parking lot, using the formula:

[0035]

[0036] Calculate the parking space availability ratio M for each parking area. p Dynamically adjust the distribution of parking areas and obtain intelligent parking area matching solutions, where D i s represents the vehicle density of the i-th parking area. i w represents the total number of parking spaces in the i-th parking area. i represents the weight coefficient of the i-th parking area, and p represents the total number of parking areas.

[0037] As a further aspect of the present invention, based on the intelligent parking area matching scheme, the specific steps of analyzing the vehicle entry path of the target parking area according to the carrying capacity of the internal passage of the parking lot, and dynamically diverting and guiding traffic according to the congested areas, to obtain the dynamic vehicle guidance scheme are as follows:

[0038] S511: Based on the intelligent parking area matching scheme, according to the carrying capacity of the internal passage of the parking lot, analyze the vehicle entry path of the target parking area, filter the passable lanes and optimize the path selection to obtain the vehicle entry path optimization scheme.

[0039] S512: Based on the vehicle entry path optimization scheme, monitor congested areas, analyze the vehicle capacity of each lane, dynamically adjust traffic flow distribution, and use the formula:

[0040]

[0041] Calculate the traffic priority P for each lane. c The lane priority index is obtained, where V i C represents the number of vehicles passing through lane i per unit time. i D represents the theoretical maximum capacity of lane i. o T represents the current vehicle density of the parking area. r Q represents the average vehicle travel time in the current lane. c Q represents the length of the vehicle waiting queue in the current congested area. t The target vehicle waiting queue length is represented by z, and the number of lanes in the parking area is represented by z.

[0042] S513: Based on the lane traffic priority index, guide vehicles into designated parking spaces, adjust the passage paths of departing vehicles, perform dynamic lane control in the parking area, and obtain a dynamic vehicle guidance plan.

[0043] The intelligent parking dynamic scheduling and optimization system includes:

[0044] The parking flow monitoring module obtains the number of vehicles entering the parking lot entrance and exit per unit time, the length of the waiting queue, the number of vehicles that have completed parking, monitors the number of remaining parking spaces in the parking area, detects the vehicle passing speed in the traffic lane, calculates the traffic load level of the parking area, and obtains parking flow monitoring data.

[0045] Based on the parking flow monitoring data, the parking area load assessment module calculates the parking space occupancy density, analyzes the vehicle turnover rate, compares the parking area load level with the parking area load benchmark, and obtains the parking area congestion index.

[0046] The parking space release control module adjusts the parking space release rhythm according to the congestion index of the parking area and the congestion status, calculates the parking space supply and demand and adjusts the parking space opening ratio to obtain a parking space release control plan.

[0047] The parking area matching optimization module, based on the parking space release control scheme, allocates corresponding parking spaces according to vehicle information, analyzes the changing trend of vehicle density in different zones of the parking lot, calculates the parking space matching ratio, and obtains an intelligent parking area matching scheme.

[0048] Based on the intelligent parking area matching scheme, the vehicle dynamic guidance module analyzes the carrying capacity of the internal passage of the parking lot, performs dynamic diversion guidance, guides vehicles into designated parking spaces and adjusts the passage path of departing vehicles, and generates a vehicle passage guidance scheme.

[0049] Compared with the prior art, the advantages and positive effects of the present invention are as follows:

[0050] This invention, by monitoring parking flow data in real time, accurately obtains the number of vehicles at parking lot entrances and exits, the vehicle throughput rate in traffic lanes, and the traffic load level in parking areas, making data analysis more targeted. Based on the dynamic changes in traffic flow in parking areas, it calculates parking space occupancy density and, combined with vehicle turnover rate, refines the load assessment of different parking areas, improving the timeliness of parking resource pressure monitoring. Based on the real-time congestion situation in parking areas, it adjusts the release rhythm of parking spaces and dynamically optimizes the opening ratio of parking spaces based on supply and demand, making parking resource allocation more flexible. By matching entering vehicles with suitable parking spaces and considering the trend of vehicle density changes within the parking lot, it maximizes parking space utilization, ensuring improved parking efficiency for different types of vehicles. Combined with the carrying capacity of the internal passageways of the parking lot, it optimizes vehicle entry and exit paths, guides dynamic traffic flow allocation, reduces traffic pressure in local areas, and makes overall traffic smoother. Through real-time data interaction and intelligent optimization calculations, it makes parking resource allocation more flexible, reduces waiting time, improves the parking experience, and enhances the overall operational efficiency of the parking lot. Attached Figure Description

[0051] Figure 1 This is a flowchart of the main steps of the present invention;

[0052] Figure 2 This is a flowchart of step S1 of the present invention;

[0053] Figure 3 This is a flowchart of step S2 of the present invention;

[0054] Figure 4 This is a flowchart of step S3 of the present invention;

[0055] Figure 5 This is a flowchart of step S4 of the present invention;

[0056] Figure 6 This is a flowchart of step S5 of the present invention. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of this invention clearer, the 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 merely illustrative and not intended to limit the invention.

[0058] In the description of this invention, it should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, in the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0059] Please see Figure 1 The intelligent parking dynamic scheduling optimization method includes the following steps:

[0060] S1: Obtain the number of vehicles entering the parking lot entrance and exit per unit time, the length of the waiting queue, and the number of vehicles that have completed parking. Use sensors to count the number of remaining parking spaces in the parking area, monitor the vehicle passing speed of the parking lot's traffic lanes, calculate the traffic load level of the parking area, and obtain parking flow monitoring data.

[0061] S2: Based on parking flow monitoring data, calculate the parking space occupancy density of the parking area, analyze the vehicle turnover rate, statistically analyze the traffic load level of different parking areas, compare the load level of the parking area with the parking area load benchmark, determine the real-time traffic pressure of the parking area, and obtain the parking area congestion index.

[0062] S3: Based on the parking area congestion index, determine whether the parking area has reached the parking flow control threshold, adjust the parking space release rhythm according to the congestion status, suspend low-priority parking spaces in the parking area, adjust the parking flow frequency in the parking area, calculate the parking space supply and demand, adjust the parking space opening ratio, and obtain the parking space release control plan.

[0063] S4: Based on the parking space release control scheme, the corresponding parking space is allocated by matching the size of the vehicles entering the parking lot, and the parking area of ​​new energy vehicles is matched by the new energy vehicle charging parking space adaptation standard. The vehicle density change trend of different zones in the parking lot is analyzed, the matching ratio of parking spaces is calculated, the distribution of parking areas is dynamically adjusted, and an intelligent parking area matching scheme is obtained.

[0064] S5: Based on the intelligent parking area matching scheme, the vehicle entry path of the target parking area is analyzed according to the carrying capacity of the internal passage of the parking lot. Dynamic diversion guidance is carried out according to the congested area, the lane passage priority is calculated, vehicles are guided into designated parking spaces and the passage path of departing vehicles is adjusted to obtain a dynamic vehicle guidance scheme.

[0065] Parking flow monitoring data includes the number of vehicles entering per unit time, waiting queue length, number of vehicles completing parking, number of remaining parking spaces in the parking area, vehicle throughput rate of parking lot lanes, and parking area traffic load level; parking area congestion index includes parking space occupancy density, vehicle turnover rate, parking area traffic load level, parking area load benchmark, and real-time parking area traffic pressure data; parking space release control scheme includes parking space release rhythm, low-priority parking space suspension status record, parking turnover frequency, parking space supply and demand data, and parking space opening ratio data; intelligent parking area matching scheme includes parking space allocation scheme matching vehicle size, new energy vehicle charging space adaptation scheme, analysis results of vehicle density change trends in different zones within the parking lot, parking space adaptation ratio data, and parking area dynamic adjustment scheme; vehicle dynamic guidance scheme includes vehicle entry path to target parking area, internal parking lot passage capacity, dynamic diversion guidance strategy for congested areas, lane traffic priority, and exit vehicle passage path.

[0066] Please see Figure 2 Step S1 is as follows:

[0067] S111: Obtain the number of vehicles entering the parking lot entrance and exit per unit time, the length of the waiting queue, and the number of vehicles that have completed parking. Call the sensors to count the number of remaining parking spaces in the parking area, monitor the vehicle throughput rate of the parking lot lanes, establish a preliminary parking flow dataset, record the entrance and exit flow, lane throughput rate and parking-related parameters, and obtain basic parking flow data.

[0068] To obtain the number of vehicles entering a parking lot per unit time, the length of the waiting queue, and the number of vehicles completing parking, it is first necessary to install flow detection devices, such as geomagnetic sensors or camera analysis systems, at the parking lot entrances and exits to monitor vehicle entry and exit. Each time a vehicle enters or leaves, the sensor automatically records a timestamp and updates the total number of vehicles entering and exiting. Simultaneously, it records the waiting queue length, i.e., the number of vehicles unable to enter the parking lot before the traffic light changes because a parking space ahead is not available. Data is updated periodically (e.g., every 1 minute or 5 minutes). The number of vehicles completing parking is counted based on parking space sensors within the parking lot. When a sensor detects a parking space changing from vacant to occupied, it records that time point and increments the parking completion count. The data can be used to calculate the parking lot load level. In addition, the number of remaining parking spaces is counted in real time by ultrasonic or radar sensors installed in the parking area, that is, the total number of parking spaces that are currently not occupied. For example, if a parking lot has 200 parking spaces and 150 cars are currently parked, then the number of remaining parking spaces is 50. The vehicle passage rate of the parking lot lanes can be detected by cameras by the time difference between each car passing through the monitoring point. For example, if two cars pass through the same lane in sequence, and the first car passes through at 10:02:30 and the second car passes through at 10:02:40, then the current passage rate of the lane is 1 car / 10 seconds or 6 cars / minute. These data together constitute the basic data of parking flow, as shown in Table 1.1.

[0069] Table 1.1 Basic Data on Parking Traffic

[0070]

[0071]

[0072] As shown in Table 1.1, the basic traffic flow data of the parking lot changes over time in different time periods. As vehicles enter and park, the number of remaining parking spaces gradually decreases. This data will be used to calculate the parking area load index and obtain the basic parking flow data.

[0073] S112: Based on parking flow data, the formula is used:

[0074]

[0075] Calculate the parking area load index L p The load level of parking areas in different time periods is analyzed to determine the traffic density within the area, and the parking area load analysis results are obtained, where V i P represents the number of vehicles entering the parking lot during the i-th time period, S represents the total number of parking spaces in the parking lot, and P represents the number of vehicles entering the parking lot during the i-th time period. i W represents the number of vehicles parked within the i-th time period. q T represents the current length of the parking lot waiting queue. wThis represents the average vehicle waiting time per unit of time, where n represents the number of time periods.

[0076] Based on parking flow data, the vehicle load level of the parking area is calculated. The load level of the parking area measures the degree of matching between vehicle entry and exit and the remaining parking spaces per unit time. First, the number of vehicles entering is counted. Assuming that 12 vehicles enter during a certain period (e.g., 10:00-10:05), the total number of parking spaces is 200, and the cumulative number of parked vehicles reaches 159, then the remaining parking spaces are 41. At the same time, the waiting queue length (3 vehicles) and the average vehicle waiting time (assuming an average waiting time of 15 seconds per vehicle) are calculated and then substituted into the formula for further calculation:

[0077]

[0078] A value of 0.13 indicates that the parking space supply is sufficient for the current time period. If the index is greater than 1, it suggests that parking demand may have exceeded the parking space supply. This threshold is set based on the saturation state of parking space utilization, i.e., when... As it gradually approaches 0, the load index L p A rapid increase indicates that the available parking spaces are nearing saturation. An index higher than 1 typically occurs when the number of remaining parking spaces is lower than the number of vehicles entering the parking lot. For example, if the number of vehicles entering the parking lot increases to 15 between 10:05 and 10:10, while the number of remaining parking spaces decreases to 38, then the calculated index will be...

[0079]

[0080] This result indicates that parking demand is still increasing. If the number of vehicles entering continues to increase, for example, if 14 vehicles enter between 10:10 and 10:15, leaving 37 parking spaces available, then:

[0081]

[0082] The index rose further, but still did not exceed 1, indicating that there were still parking spaces available, but traffic pressure was increasing. The value fluctuated due to the number of vehicles entering, the number of remaining parking spaces, and the number of vehicles waiting in line. In particular, when the ratio of remaining parking spaces to the number of vehicles entering dropped below 0.5 (i.e., there was only one available parking space for every two new vehicles), the index rose rapidly. Therefore, the threshold of 1.0 was set based on the critical point of parking resource allocation. That is, when the load index was greater than 1, it indicated that the supply and demand of parking was unbalanced, and traffic control measures were needed, such as restricting entry or guiding vehicles to other parking areas.

[0083] Based on the calculation results, the parking area load index L pAn index of approximately 0.131, 0.177, and 0.180 indicates a relatively low current traffic density. When the index exceeds 1.0, it indicates that the parking lot has reached a state of supply and demand imbalance, and subsequent vehicles will face a long wait or need to find other parking locations. This data can be used to predict changes in parking space supply and demand during peak hours, and combined with vehicle scheduling strategies to optimize parking flow management, resulting in parking area load analysis results.

[0084] S113: Based on the parking area load index and combined with real-time traffic flow monitoring data of the parking area, analyze the traffic flow change trend in different time periods to obtain parking flow monitoring data;

[0085] Based on the load analysis results of the parking area and combined with the real-time traffic flow monitoring data of the parking area, the traffic flow change trend of each time period is extracted, and the vehicle entry and exit situation is analyzed in time series. For example, if the load index is 0.131 from 10:00 to 10:05, and rises to 0.177 from 10:05 to 10:10, it indicates that the parking lot may be full and the traffic flow may be stuck at the entrance. Further statistics on the index changes in different time periods are shown in Table 1.2.

[0086] Table 1.2 Parking Area Load Index

[0087]

[0088] As shown in Table 1.2, there are still available parking spaces after 10:15, and the parking lot has not yet reached full capacity. This data is used to analyze the trend of parking flow changes and thus obtain parking flow monitoring data.

[0089] Please see Figure 3 Step S2 is as follows:

[0090] S211: Based on parking flow monitoring data, the formula is used:

[0091]

[0092] Calculate the parking space occupancy ratio D of the parking area p The parking space density of the parking area was analyzed to obtain parking space occupancy analysis data, where O i The number of parking spaces occupied in the i-th time period represents the number of parking spaces in the parking lot, and n represents the number of time periods.

[0093] Based on parking flow monitoring data, the parking space occupancy status of the parking area is obtained. The parking lot is divided into multiple monitoring zones, each containing multiple independent parking spaces. The parking situation in each time period is counted, and the number of occupied parking spaces is recorded. iThe parking space usage is then accumulated to determine the number of spaces occupied in each time period. For a parking area with 500 spaces, if 320 spaces are occupied during a certain time period, then the number of spaces occupied during that time period is O. i =320, calculate the parking space occupancy density of the parking area, and use the formula to calculate the parking space occupancy ratio:

[0094]

[0095] Then, the parking space occupancy density of each parking area was obtained, resulting in parking space occupancy analysis data, as shown in Table 2.1:

[0096] Table 2.1 Parking Space Occupancy Ratio Data Table

[0097]

[0098] As shown in Table 2.1, the parking space occupancy ratio increases over time, reflecting the parking lot's usage during peak hours. This result indicates that the parking space occupancy ratio can be used to assess the congestion level of a parking lot and serve as an input parameter for subsequent turnover rate analysis.

[0099] S212: Based on the parking space occupancy analysis data of the parking area, analyze the vehicle turnover rate in each time period, calculate the proportion of vehicles entering and leaving the parking area per unit time, and obtain the vehicle turnover rate data of the parking area.

[0100] Based on parking space occupancy analysis data, the vehicle turnover rate at different time periods is analyzed, and the vehicle entry and exit situation per unit time is statistically analyzed. A vehicle entry volume V for the parking lot is then defined. in and exit volume V out Calculate the turnover rate R t For a parking area, if 100 vehicles enter and 80 vehicles leave during the period from 08:00 to 09:00, the vehicle turnover rate for that period is calculated as follows:

[0101]

[0102] The calculation shows that the vehicle turnover rate during the 08:00-09:00 time period is 44%, which is the percentage of vehicles leaving per unit time, as shown in Table 2.2:

[0103] Table 2.2 Vehicle Turnover Rate Data for Parking Areas

[0104]

[0105] As shown in Table 2.2, the vehicle turnover rate tends to stabilize at different time periods. This result indicates that the vehicle turnover rate can be used as an important indicator of the parking lot traffic load level and can be used for subsequent traffic pressure analysis.

[0106] S213: Based on the vehicle turnover rate data of parking areas, statistically analyze the traffic load level of different parking areas, compare the traffic load level of each area with the parking area load benchmark, determine the real-time traffic pressure of the current parking area, and output the parking area congestion index.

[0107] Based on the vehicle turnover rate data of parking areas, the traffic load level of different parking areas is statistically analyzed, and the traffic load index L of each parking area is compared. p With parking area load reference L base Determine the real-time traffic pressure in the current parking area and calculate the congestion index C of the parking area. p The formula used is:

[0108]

[0109] If the traffic load index of the parking area between 08:00 and 09:00 is 0.78, and the baseline value for the parking area load is set to 0.65, then the congestion index of the parking area is calculated as follows:

[0110]

[0111] Parking area load reference L base The setting is based on the historical operation of the parking lot, parking capacity, and average vehicle turnover rate per unit time. Stable reference values ​​are usually obtained through long-term monitoring. In this embodiment, the vehicle load index of the parking lot fluctuates between 0.60 and 0.70 daily from 07:00 to 08:00. Therefore, 0.65 is taken as the baseline value for the parking area load. When the parking flow exceeds this baseline value, the vehicle speed inside the parking lot will decrease, the parking space turnover rate will decrease, and thus affect the smoothness of the traffic flow. The fluctuation range of the load index can be used to determine the current traffic pressure level of the parking area. During 08:00 to 09:00, the calculated congestion index is 0.20, indicating that the traffic pressure during this period is 20% higher than the baseline state. At this time, the time for vehicles to queue for parking increases, with the average waiting time extending by 1.5 minutes compared to the baseline state, resulting in increased parking difficulty, as shown in Table 2.3.

[0112] Table 2.3 Congestion Index Data for Parking Areas

[0113]

[0114] As shown in Table 2.3, the parking area congestion index shows an upward trend over time. For the congestion index at different time periods, the parking lot congestion level can be further defined, with C set as the threshold. p Parking flow is normal when C < 0.2, and 0.2 ≤ C p When the pressure is less than 0.4, the parking pressure increases, C pWhen the congestion index is ≥0.4, the parking lot enters a state of high congestion. During the period from 10:00 to 11:00, the congestion index reaches 0.42, indicating that the traffic pressure increases significantly during this period. Compared with the period from 08:00 to 09:00, the average parking waiting time increases by 3.2 minutes. Some vehicles choose to leave due to the long waiting time. This result shows that the congestion index can be used as a measure of real-time traffic pressure. During periods with higher values, traffic control measures may need to be taken to reduce the traffic load level.

[0115] Please see Figure 4 Step S3 is as follows:

[0116] S311: Based on the parking area congestion index, determine whether the current congestion level of the parking area has reached the parking flow control threshold, adjust the parking space release rhythm according to the calculation results, suspend low-priority parking spaces in the parking area, and obtain a parking space release status record of the parking area.

[0117] Based on the parking area congestion index, it is determined whether the current parking area has reached the parking flow control threshold. In real-world scenarios, parking management systems typically monitor real-time traffic flow based on sensor data and calculate the congestion index. If the congestion index exceeds the set threshold, a traffic flow control mechanism is activated. The parking flow control threshold can be set based on historical traffic data. For example, if a parking lot has a maximum parking capacity of 500 vehicles, and the current congestion index reaches 0.85, meaning 425 vehicles have already occupied parking spaces, the parking system will trigger an entry restriction mechanism. Specific operations include dynamically adjusting the parking space release rhythm, such as reducing the number of open non-fixed parking spaces and suspending the use of low-priority parking spaces. Low-priority parking spaces typically include temporary parking spaces or non-member parking spaces. For example, during peak hours, such as when parking demand surges in a shopping mall parking lot between 3 pm and 6 pm on weekends, the system will prioritize reserving member parking spaces while reducing the number of open temporary parking spaces, thereby reducing traffic pressure and improving overall turnover efficiency. This process is achieved by adjusting parking space availability and linking with the parking guidance system, ultimately generating a parking area parking space release status record.

[0118] S312: Based on the parking space release status records of the parking area, adjust the parking flow frequency of the parking area, count the number of parking flows per unit time, and optimize the parking space opening ratio according to the traffic flow trend, using the formula:

[0119]

[0120] Calculate the parking turnover adjustment ratio R for each time period. o We obtained parking space supply and demand adjustment data, including F i T represents the actual number of parking transactions within the i-th time period. p D represents the total parking time in the current parking area. cD represents the parking space occupancy density of the current parking area. t This represents the target parking space occupancy density, and n represents the number of time periods.

[0121] Based on the parking space release status records, the parking turnover frequency of the parking area is adjusted. In practice, the parking turnover frequency depends on the number of vehicles entering and leaving per unit time. When calculating the parking turnover adjustment ratio, the changes in parking frequency within a time period need to be considered. For example, the turnover rate of a commercial center's parking lot differs during the lunch peak (12:00-14:00) and evening shopping peak (18:00-21:00). If, during the 12:00-13:00 time period on a certain day, 200 vehicles enter and 180 vehicles leave, the parking turnover frequency for that time period is calculated as follows:

[0122]

[0123] Among them, V in,i V represents the number of vehicles entering during the i-th time period (200 vehicles). out,i The number of vehicles that left is represented by 180, and T is the duration of the time period (1 hour). Substitute these values ​​into the calculation:

[0124]

[0125] The parking turnover rate for this time period is 20 vehicles / hour. Then, based on the traffic flow trend, the parking space opening ratio is optimized using the formula:

[0126]

[0127] Assume the total parking time in the parking lot is T. p Given 500 hours, the current parking space occupancy density D c The target parking space occupancy density D is set at 0.85 (meaning 85% of parking spaces are occupied). t Given a value of 0.75, calculate the parking flow adjustment ratio:

[0128]

[0129] This indicates that the parking turnover adjustment ratio is 0.894 (close to 1), which means that the current parking turnover rate is relatively fast and the supply and demand of parking spaces are close to equilibrium, thus obtaining the parking space supply and demand adjustment ratio.

[0130] S313: Based on parking space supply and demand adjustment data, adjust the proportion of parking spaces available, and combine the parking space release strategies for different parking areas to obtain a parking space release control plan;

[0131] Based on parking space supply and demand adjustment data, the parking space opening ratio is adjusted. In actual management, the parking space opening ratio of different parking areas needs to be dynamically adjusted in combination with changes in traffic flow trends. For example, in a shopping mall parking lot, if the calculated parking space supply and demand adjustment ratio between the member area and the temporary parking area is 0.894, it indicates that the parking lot turnover efficiency is relatively high, and the number of temporary parking spaces can be appropriately increased to improve the supply of short-term parking spaces. As shown in Table 3.1, the adjustment of the parking space opening ratio for different time periods is listed:

[0132] Table 3.1 Adjustment of Parking Space Opening Ratio

[0133]

[0134] As shown in Table 3.1, during peak hours (12:00-14:00 and 18:00-21:00), the proportion of temporary parking spaces opened increases to meet short-term parking demand, while the proportion of member parking spaces decreases in order to improve overall turnover efficiency and ultimately obtain a parking space release control plan.

[0135] Please see Figure 5 Step S4 is as follows:

[0136] S411: Based on the parking space release control scheme, detect the size of the entering vehicle, match the corresponding size parking space, allocate the corresponding parking space according to the matching result, and obtain the vehicle parking space allocation scheme;

[0137] Based on the parking space release control scheme, it is necessary to match the dimensions of entering vehicles to ensure reasonable allocation of parking spaces. First, the length, width, and height of the entering vehicles are measured, which can be done in real time using sensors. For example, if a vehicle's measured dimensions are 4.5 meters, 1.8 meters, and 1.6 meters, then parking space data within the parking area is retrieved to filter for spaces that meet these size ranges. Assuming the standard width of a parking space is 2.5 meters, the length is 5.5 meters, and the height limit is 2.2 meters, if the vehicle meets these requirements, it is included in the matching range; otherwise, it is added to the reserve parking space list. Next, the occupancy rate of the currently matched parking spaces is calculated. For example, if the parking space... The parking lot has a total of 500 parking spaces, of which 380 have been allocated. The occupancy rate is 380 / 500 = 76%. When the occupancy rate exceeds 85% (i.e., 425 spaces are occupied), larger vehicles will be prioritized for allocation to corner or edge spaces. This threshold is based on an assessment of the smoothness of traffic flow within the parking lot. When the occupancy rate exceeds 85%, the average available width of the main passageway area decreases to 2.8 meters, which is close to the width limit of some SUVs and commercial vehicles. Therefore, larger vehicles should be allocated to corner or edge spaces to reduce the interference of vehicles parked in the main passageway area on traffic flow. Finally, the parking space allocation is completed, forming a vehicle parking allocation scheme.

[0138] S412: Based on the vehicle parking space allocation plan, screen new energy vehicles, match parking areas according to the new energy vehicle charging parking space adaptation standard, calculate the new energy vehicle charging parking space adaptation ratio, and obtain new energy vehicle parking space adaptation ratio data.

[0139] According to the vehicle parking space allocation plan, the charging needs of new energy vehicles are matched. First, it checks whether the vehicles entering the parking lot are new energy vehicles, which can be determined by license plate recognition or vehicle model information. For example, if a vehicle is a new energy vehicle, it enters the charging parking space matching process. Then, charging parking spaces that meet the new energy vehicle standards are selected. Assuming the parking lot has 50 charging spaces, and 35 are currently in use, the charging space utilization rate is 35 / 50 = 70%. When the charging space utilization rate exceeds 80% (i.e., 40 spaces are occupied), vehicles with low battery levels will be given priority for charging space allocation. This threshold is set based on the charging space rotation efficiency assessment. Statistics show that when the charging space utilization rate exceeds 80%, The average waiting time has increased to 15 minutes. If charging spaces are allocated directly without distinguishing between battery levels, some vehicles with high battery levels will occupy charging spaces for a longer period, affecting the charging needs of vehicles with low battery levels. Therefore, a battery remaining power threshold of 20% is set. Vehicles with a remaining power below this threshold are given priority in being matched with charging spaces. This value is calculated based on the average range of new energy vehicles (400 km) and the average charging rate of charging piles (6 km of range per minute). When the remaining power is below 20% (i.e., the range is less than 80 km), the vehicle needs at least 15 minutes of charging to restore its normal range. Finally, the matching ratio of new energy vehicles to charging spaces is calculated based on the matching status of all new energy vehicles to ensure a reasonable utilization rate of charging spaces.

[0140] S413: Based on the data on the matching ratio of parking spaces for new energy vehicles, analyze the trend of vehicle density changes in different zones within the parking lot, using the formula:

[0141]

[0142] Calculate the parking space availability ratio M for each parking area. p Dynamically adjust the distribution of parking areas and obtain intelligent parking area matching solutions, where D i s represents the vehicle density of the i-th parking area. i w represents the total number of parking spaces in the i-th parking area. i represents the weight coefficient of the i-th parking area, and p represents the total number of parking areas;

[0143] Based on the data on the parking space matching ratio of new energy vehicles, this paper further analyzes the vehicle density change trend in different zones of the parking lot and calculates the parking space matching ratio. First, the vehicle density of each parking area is obtained. For example, if the total number of vehicles in zone A is 120 and the total number of parking spaces is 150, then the vehicle density of zone A is 120 / 150 = 0.8. If the total number of vehicles in zone B is 90 and the total number of parking spaces is 110, then the vehicle density of zone B is 90 / 110 = 0.818. Then, the parking space matching ratio is calculated according to the formula by substituting the data from zones A and B:

[0144]

[0145]

[0146] A reasonable matching ratio threshold is typically set between 0.8 and 0.9. This threshold is based on the balance between parking space utilization and vacancy rates. Statistics show that when the matching ratio is below 0.8, some parking spaces are underutilized, and there are obvious vacancy issues in parking areas. When the matching ratio exceeds 0.9, the demand for vehicle reallocation increases significantly, and the dynamic adjustment frequency of the parking control system increases by more than 40%, leading to excessive consumption of system computing resources. Therefore, the matching ratio should be controlled between 0.8 and 0.9. Finally, based on the calculated parking space matching ratio, the distribution of parking areas is dynamically adjusted to obtain an intelligent parking area matching scheme.

[0147] Table 4.1 Calculation data of vehicle density and parking space matching in parking areas

[0148]

[0149] As shown in Table 4.1, the vehicle density in each parking area is within a reasonable range. The parking space matching ratio is calculated by combining the weighting coefficients, providing data support for the adjustment of parking area distribution.

[0150] Please see Figure 6 The S5 steps are as follows:

[0151] S511: Based on the intelligent parking area matching scheme, the vehicle entry path of the target parking area is analyzed according to the carrying capacity of the internal passage of the parking lot, the passable lanes are selected and the path selection is optimized to obtain the vehicle entry path optimization scheme.

[0152] Based on an intelligent parking area matching scheme, this method analyzes vehicle entry paths to target parking areas according to the carrying capacity of internal parking lot lanes, filters passable lanes, and optimizes route selection. First, it's necessary to collect current traffic flow data for each lane within the parking lot. Using ground induction coils or video recognition equipment, the number of vehicles passing through each lane per unit time (e.g., 5 minutes) is recorded. For example, in a certain time period, main lane A records 120 vehicles, secondary lane B records 90 vehicles, and auxiliary lane C records 60 vehicles. Based on this, the actual carrying capacity of each lane needs to be evaluated. Carrying capacity can be determined by lane width, lane length, traffic light duration, and lane usage. For example, a parking lot's main lane A is 6 meters wide, allowing two-way traffic, with a theoretical maximum throughput of 150 vehicles / 5 minutes; secondary lane B is 4 meters wide, allowing only one-way traffic, with a maximum throughput of 100 vehicles / 5 minutes; and auxiliary lane C has a maximum throughput of... The traffic volume is 80 vehicles per 5 minutes. Comparing the current traffic flow with the carrying capacity, it is found that the main lane A is close to saturation, while the secondary lane B and auxiliary lane C still have some capacity. Therefore, the traffic path should be optimized by dynamically adjusting the signal control duration or guiding some vehicles to detour. For example, for vehicles entering the parking lot, if the occupancy rate of the main lane A is detected to be above 80%, some vehicles will be guided to the target parking area from the secondary lane B and auxiliary lane C. The 80% occupancy rate threshold is set based on the balance between the queue length at the parking lot entrance and the traffic efficiency. Usually, when the occupancy rate exceeds 80%, the waiting time of vehicles in the main lane will increase significantly (more than 10 seconds / vehicle), affecting the overall traffic efficiency. This value fluctuates with the traffic flow during peak hours, usually reaching above 90% during morning and evening peak hours, while it is only about 60% during off-peak hours. Therefore, this threshold can be appropriately adjusted to 70% during off-peak hours, as shown in Table 5.1.

[0153] Table 5.1 Comparison of Parking Lot Access Flow and Carrying Capacity

[0154]

[0155] As shown in Table 5.1, the main channel A is close to saturation, while channels B and C still have room for optimization. Therefore, based on the analysis results, the entry path of the target vehicles is optimized by diverting some of the vehicles entering the parking lot to channels B and C, reducing the load on channel A, thus obtaining the vehicle entry path optimization scheme.

[0156] S512: Based on the vehicle entry path optimization plan, monitor congested areas, analyze the vehicle capacity of each lane, and dynamically adjust traffic flow distribution using the formula:

[0157]

[0158] Calculate the traffic priority P for each lane. cThe lane priority index is obtained, where V i C represents the number of vehicles passing through lane i per unit time. i D represents the theoretical maximum capacity of lane i. o T represents the current vehicle density of the parking area. r Q represents the average vehicle travel time in the current lane. c Q represents the length of the vehicle waiting queue in the current congested area. t The target vehicle waiting queue length is represented by z, and the number of lanes in the parking area is represented by z.

[0159] Based on the vehicle entry path optimization scheme, congested areas are monitored, the vehicle capacity of each lane is calculated, traffic flow distribution is dynamically adjusted, and the traffic priority of each lane is set. First, the average vehicle throughput rate of each lane needs to be monitored. For example, during a certain period, the average throughput rate of main lane a is 20 vehicles per minute, secondary lane b is 15 vehicles per minute, and auxiliary lane c is 12 vehicles per minute. Then, the traffic capacity is calculated based on the lane congestion level, and the vehicle waiting queue length for the current time period is set. For example, the number of vehicles queuing in main lane a is 30, secondary lane b is 20, and auxiliary lane c is 10. The priority is further calculated using a formula, and the data obtained is as follows:

[0160] V1 = 120 (number of vehicles passing through main channel A);

[0161] V2 = 90 (number of vehicles passing through lane B);

[0162] V3 = 60 (number of vehicles passing through auxiliary lane C);

[0163] C1 = 150 (Maximum capacity of main channel A);

[0164] C2 = 100 (maximum throughput capacity of secondary channel B);

[0165] C3 = 80 (Maximum capacity of auxiliary channel C);

[0166] D o =500 (current vehicle density in the parking area);

[0167] T r =30 (current average travel time for vehicles, in seconds);

[0168] Q c =30 (length of the waiting queue in the current congested area);

[0169] Q t =20 (target waiting queue length);

[0170] Substitute into the calculation:

[0171]

[0172] The lane priority index P is calculated. c =2.9. Lanes with a priority index higher than 2.5 are designated as high priority lanes. This priority threshold of 2.5 is determined based on the critical value of lane capacity and vehicle dwell time. When the lane priority index is higher than 2.5, it indicates that the actual capacity of that lane is significantly better than other lanes, typically corresponding to a lower average travel time (less than 35 seconds / vehicle) and a shorter vehicle queue length (less than 20% of the total capacity). When the value is lower than 2.5, it indicates that the lane's efficiency may decrease due to increased traffic load or congestion, requiring consideration of reallocating vehicle traffic. This threshold varies with vehicle traffic efficiency during peak hours, adjusting to 2.8 during peak periods and relaxing to 2.3 during off-peak periods to adapt to different traffic flow environments. This result indicates that lane a still has strong capacity, but the traffic flow of lanes b and c needs appropriate optimization to ensure balanced traffic.

[0173] S513: Based on the lane priority index, guide vehicles into designated parking spaces, adjust the passage paths of departing vehicles, perform dynamic lane control in the parking area, and obtain dynamic vehicle guidance schemes.

[0174] Based on lane priority indices, vehicles are guided into designated parking spaces, and the exit routes of departing vehicles are adjusted. Combined with the dynamic lane control scheme for the parking area, after calculating the priority of each lane, guidance is needed based on vehicle type and parking target. For example, for a vehicle targeting parking area b, if main lane a still has a traffic advantage, it should prioritize entering the target parking space through lane a. For auxiliary lane c, which has a lower traffic priority, dynamic adjustments should be made when the traffic flow is below 50%. This 50% threshold is set based on the parking lot's traffic balance and the utilization rate of vacant lanes. When a certain lane... If the traffic flow drops below 50% of the maximum capacity (e.g., if the maximum capacity of lane C is 80 vehicles / 5 minutes, and the traffic flow drops below 40 vehicles / 5 minutes), it indicates that the lane is underutilized, while high-utilization lanes (e.g., lane B) are close to saturation. Therefore, the traffic path is dynamically adjusted to guide some departing vehicles to use lane C, thereby reducing the pressure on lane B. This threshold is dynamically adjusted according to the utilization of the lane. During peak hours, it may be appropriately reduced to 45%, while during off-peak hours it can be relaxed to 60%. In addition, when adjusting the departure path, it is necessary to calculate the average parking time in the parking area, as shown in Table 5.2.

[0175] Table 5.2 Parking Time Distribution in Different Areas of the Parking Lot

[0176]

[0177] As shown in Table 5.2, parking times vary in different areas. For area C, which has short-term parking, the frequency of departure guidance can be increased appropriately. For area A, which has long-term parking, the existing departure strategy can be maintained to optimize the overall parking turnover rate. Taking into account the lane capacity, parking time and vehicle type of each area, a dynamic vehicle guidance scheme is finally obtained.

[0178] The intelligent parking dynamic scheduling and optimization system includes:

[0179] The parking flow monitoring module obtains the number of vehicles entering the parking lot entrance and exit per unit time, the length of the waiting queue, the number of vehicles that have completed parking, monitors the number of remaining parking spaces in the parking area, detects the vehicle passing speed in the traffic lane, calculates the traffic load level of the parking area, and obtains parking flow monitoring data.

[0180] The parking area load assessment module calculates the parking space occupancy density, analyzes the vehicle turnover rate, compares the parking area load level with the parking area load benchmark, and obtains the parking area congestion index based on parking flow monitoring data.

[0181] The parking space release control module adjusts the parking space release rhythm according to the congestion index of the parking area and the congestion status, calculates the supply and demand of parking spaces and adjusts the opening ratio of parking spaces to obtain a parking space release control plan.

[0182] The parking area matching optimization module is based on the parking space release control scheme. It allocates corresponding parking spaces according to vehicle information, analyzes the changing trend of vehicle density in different zones of the parking lot, calculates the parking space matching ratio, and obtains an intelligent parking area matching scheme.

[0183] The vehicle dynamic guidance module is based on an intelligent parking area matching scheme. It analyzes the carrying capacity of the internal passage of the parking lot, performs dynamic diversion guidance, guides vehicles into designated parking spaces and adjusts the passage path of departing vehicles, and generates a vehicle passage guidance scheme.

[0184] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments that can be applied to other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A method for optimizing dynamic scheduling of intelligent parking, characterized in that, Includes the following steps: S1: Obtain vehicle data per unit time at the entrance and exit of the parking lot, monitor the vehicle passing speed of the parking lot lanes, calculate the traffic load level of the parking area, and obtain parking flow monitoring data. S2: Based on the parking flow monitoring data, calculate the parking space occupancy density, analyze the vehicle turnover rate, statistically analyze the traffic load level of different parking areas, determine the real-time traffic pressure of the parking area, and obtain the parking area congestion index. S3: Based on the congestion index of the parking area, adjust the parking space release rhythm according to the congestion status, calculate the parking space supply and demand, adjust the parking space opening ratio, and obtain the parking space release control scheme. S4: Based on the parking space release control scheme, by allocating corresponding parking spaces to vehicles entering the parking lot, analyze the vehicle density change trend of different zones in the parking lot, calculate the parking space matching ratio, dynamically adjust the distribution of parking areas, and obtain an intelligent parking area matching scheme. S5: Based on the intelligent parking area matching scheme, analyze the vehicle entry path of the target parking area according to the carrying capacity of the internal passage of the parking lot, and dynamically guide the vehicle flow according to the congested area to obtain a dynamic vehicle guidance scheme. The specific steps to obtain parking flow monitoring data are as follows: S111: Obtain the number of vehicles entering the parking lot entrance and exit per unit time, the length of the waiting queue, and the number of vehicles that have completed parking. Call the sensors to count the number of remaining parking spaces in the parking area, monitor the vehicle throughput rate of the parking lot lanes, establish a preliminary parking flow dataset, record the entrance and exit flow, lane throughput rate and parking-related parameters, and obtain basic parking flow data. S112: Based on the aforementioned parking flow data, the following formula is used: ； Calculate the load index of the parking area The load level of parking areas is analyzed in different time periods to determine the traffic density within the areas, thus obtaining the parking area load analysis results. Representing the The number of vehicles entering the parking lot within a specific time period. Represents the total number of parking spaces in the parking lot. Representing the The number of vehicles that have been parked within a given time period. This represents the current length of the parking lot waiting queue. This represents the average vehicle waiting time per unit of time. Represents the number of time periods; S113: Based on the parking area load index and combined with the real-time traffic flow monitoring data of the parking area, analyze the traffic flow change trend in each time period to obtain parking flow monitoring data; The specific steps to obtain the congestion index of a parking area are as follows: S211: Based on the parking flow monitoring data, the following formula is used: ； Calculate the parking space occupancy ratio of the parking area The parking space density of the parking area was analyzed to obtain parking space occupancy analysis data, among which... Representing the The number of parking spaces occupied within a given time period. Represents the total number of parking spaces in the parking lot. Represents the number of time periods; S212: Based on the parking space occupancy analysis data of the parking area, analyze the vehicle turnover rate in each time period, calculate the proportion of vehicles entering and leaving the parking area per unit time, and obtain the vehicle turnover rate data of the parking area. S213: Based on the vehicle turnover rate data of the parking area, statistically analyze the traffic load level of the different parking areas, compare the traffic load level of each area with the parking area load benchmark, determine the real-time traffic pressure of the current parking area, and output the parking area congestion index. The specific steps to obtain the parking space release and control plan are as follows: S311: Based on the congestion index of the parking area, determine whether the congestion level of the current parking area has reached the parking flow control threshold, adjust the parking space release rhythm according to the calculation results, suspend low-priority parking spaces in the parking area, and obtain the parking space release status record of the parking area. S312: Based on the parking space release status record of the parking area, adjust the parking flow frequency of the parking area, count the number of parking flows per unit time, and optimize the parking space opening ratio according to the traffic flow trend, using the formula: ； Calculate the parking turnover adjustment ratio for each time period. We obtained parking space supply and demand adjustment data, among which... Representing the The actual number of parking transactions within a given time period. This represents the total parking time in the current parking area. This represents the current parking space occupancy density of the parking area. This represents the target parking space occupancy density. Represents the number of time periods; S313: Based on the parking space supply and demand adjustment data, adjust the parking space opening ratio, and combine the parking space release strategy of different parking areas to obtain a parking space release control plan.

2. The intelligent parking dynamic scheduling optimization method according to claim 1, characterized in that, The parking flow monitoring data includes the number of vehicles entering per unit time, waiting queue length, number of vehicles completing parking, number of remaining parking spaces in the parking area, vehicle throughput rate in the parking lot's traffic lanes, and traffic load level in the parking area. The parking area congestion index includes parking space occupancy density, vehicle turnover rate, traffic load level in the parking area, parking area load benchmark, and real-time traffic pressure data in the parking area. The parking space release control scheme includes parking space release rhythm, low-priority parking space suspension status recording, parking turnover frequency, parking space supply and demand data, and parking space opening ratio data. The intelligent parking area matching scheme includes a parking space allocation scheme matching vehicle size, a new energy vehicle charging space adaptation scheme, analysis results of vehicle density change trends in different zones within the parking lot, parking space adaptation ratio data, and a dynamic adjustment scheme for the parking area. The vehicle dynamic guidance scheme includes the vehicle entry path to the target parking area, the carrying capacity of the internal passages of the parking lot, dynamic diversion guidance strategy for congested areas, lane traffic priority, and exit vehicle passage path.

3. The intelligent parking dynamic scheduling optimization method according to claim 1, characterized in that, Based on the aforementioned parking space release control scheme, the specific steps for allocating corresponding parking spaces to entering vehicles, analyzing the vehicle density change trends in different zones within the parking lot, calculating the parking space matching ratio, dynamically adjusting the parking area distribution, and obtaining an intelligent parking area matching scheme are as follows: S411: Based on the parking space release control scheme, detect the size of the entering vehicle, match the corresponding size parking space, allocate the corresponding parking space according to the matching result, and obtain the vehicle parking space allocation scheme. S412: Based on the vehicle parking space allocation scheme, screen new energy vehicles, match parking areas according to the new energy vehicle charging parking space adaptation standard, calculate the new energy vehicle charging parking space adaptation ratio, and obtain new energy vehicle parking space adaptation ratio data. S413: Based on the new energy vehicle parking space matching ratio data, analyze the vehicle density change trend in different zones within the parking lot, using the formula: ； Calculate the parking space availability ratio for each parking area. The system dynamically adjusts the distribution of parking areas and obtains intelligent parking area matching solutions. Representing the Vehicle density in each parking area Representing the The total number of parking spaces in each parking area Representing the The weighting coefficient of each parking area This represents the total number of parking areas.

4. The intelligent parking dynamic scheduling optimization method according to claim 1, characterized in that, Based on the intelligent parking area matching scheme, the specific steps of the vehicle dynamic guidance scheme are as follows: The vehicle entry path to the target parking area is analyzed according to the carrying capacity of the internal passageways of the parking lot, and dynamic diversion and guidance are implemented according to congested areas. S511: Based on the intelligent parking area matching scheme, according to the carrying capacity of the internal passage of the parking lot, analyze the vehicle entry path of the target parking area, filter the passable lanes and optimize the path selection to obtain the vehicle entry path optimization scheme. S512: Based on the vehicle entry path optimization scheme, monitor congested areas, analyze the vehicle capacity of each lane, dynamically adjust traffic flow distribution, and use the formula: ； Calculate the traffic priority of each lane. The lane priority index is obtained, where... Representing the The number of vehicles passing through a lane per unit of time. Representing the The theoretical maximum capacity of the lane. This represents the current vehicle density in the parking area. This represents the average vehicle travel time in the current lane. This represents the length of the vehicle waiting queue in the current congested area. This represents the target set length of the vehicle waiting queue. This represents the number of lanes in the parking area; S513: Based on the lane traffic priority index, guide vehicles into designated parking spaces, adjust the passage paths of departing vehicles, perform dynamic lane control in the parking area, and obtain a dynamic vehicle guidance plan.

5. A smart parking dynamic scheduling and optimization system, characterized in that, The system is used to perform the method according to any one of claims 1-4, comprising: The parking flow monitoring module obtains the number of vehicles entering the parking lot entrance and exit per unit time, the length of the waiting queue, the number of vehicles that have completed parking, monitors the number of remaining parking spaces in the parking area, detects the vehicle passing speed in the traffic lane, calculates the traffic load level of the parking area, and obtains parking flow monitoring data. Based on the parking flow monitoring data, the parking area load assessment module calculates the parking space occupancy density, analyzes the vehicle turnover rate, compares the parking area load level with the parking area load benchmark, and obtains the parking area congestion index. The parking space release control module adjusts the parking space release rhythm according to the congestion index of the parking area and the congestion status, calculates the parking space supply and demand and adjusts the parking space opening ratio to obtain a parking space release control plan. The parking area matching optimization module, based on the parking space release control scheme, allocates corresponding parking spaces according to vehicle information, analyzes the changing trend of vehicle density in different zones of the parking lot, calculates the parking space matching ratio, and obtains an intelligent parking area matching scheme. Based on the intelligent parking area matching scheme, the vehicle dynamic guidance module analyzes the carrying capacity of the internal passage of the parking lot, performs dynamic diversion guidance, guides vehicles into designated parking spaces and adjusts the passage path of departing vehicles, and generates a vehicle passage guidance scheme.

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