外文翻譯--智能停車場系統(tǒng)

1、<p><b>　　外文資料翻譯</b></p><p>　　Every day a signi?cant percentage of drivers in single-occupancy vehicles search for a parking space. Additionally, less experienced drivers or out-of-towners fu

2、rther contribute to the increase of traffic congestion. Search for a vacant parking space is a typical example of a search process. Every parking search strategy is composed of a set of vague rules. It is usually difficu

3、lt to describe these rules explicitly. The type of the planned activity, time of a day, day of the week, current conges</p><p>　　During the past two decades, traffic authorities in many cities (Helsinki, Col

4、ogne, Mainz, Stuttgart, Wiesbaden, Aalborg, Hague) have started to inform and guide drivers to parking facilities with real-time var-iable message signs [directional arrows, names of the parking facilities, status (full,

5、 not full, number of available parking spaces, etc.)]. Information about the number of available parking spaces could be displayed on the major roads, streets and intersections, or it could be distribut</p><p&

6、gt;　　It is logical to ask the question about the bene?ts of the parking guidance systems. Current practice shows that parking guidance systems usually do not change the occupancy rate or average parking duration. Drivers

7、 easily become familiar with the parking guidance systems, and majority of them use, thrust and appreciate the help of the systems[20].Guidance systems signi?cantly increase the probability of finding vacant parking spac

8、e, mitigate frustration of the drivers–visitors unfamiliar with t</p><p>　　Parking guidance systems help drivers to ?nd vacant parking spaces when they are already on the network, and approaching their ?nal

9、destination. Throughout this research the concepts of the parking reservation system and parking revenue management system are proposed. The proposed methodology could be applied for parking lots and parking garages in c

10、ities and at the big international airports.</p><p>　　The paper is organized as follows: Parking-pricing problems are presented in Section 2. Analogies between parking problems and some other industries are

11、presented in Section 3. The parking revenue management system is introduced in Section 4, and the Intelligent parking space inventory control system is introduced in Section 5. The algorithm to create intelligent parking

12、 spaces inventory control system is presented in Section 6. Results obtained with the ‘‘intelligent’’ parking system are given </p><p>　　parking pricing</p><p>　　In majority of cities throughout

13、 the world drivers pay for using different parking facilities. In some instances, traffic congestion can be significantly reduced as a result of parking price. The parking revenue is usually used to cover parking facilit

14、y costs (access gates, ticket printers, parking meters, parking signs, attendants), or to improve some other traffic and transportation activities. Different parking pricing strategies should be a part of the comprehensi

15、ve solution approach to the </p><p>　　In some cities (Madison, Wisconsin) there are already time dependent parking fees that force commuters to switch to diffierent alternatives of public transportation. Try

16、ing to promote public transit San Francisco traffic authorities increased parking tariffs at public and commercial garages. The Chicago authorities raised parking rates few times. Authorities in Seattle signi?cantly redu

17、ced parking tariffs for carpool at two Seattle parking facilities in downtown. Active role in parking pricing s</p><p>　　The basic economic concepts of supply and demand should be more utilized when solving

18、complex traffic congestion and parking problems (Vickrey, 1969, 1994; Verhoef et al., 1995). So-called value pricing is also known as congestion pricing, or variable tolling. The basic idea behind the concept of congesti

19、on pricing is to force drivers to travel and use transportation facilities more during off-peak hours and less during peak hours. The idea of congestion pricing is primarily connected with the r</p><p>　　Par

20、king problems and revenue management systems: Analogies with some other industries</p><p>　　Airline industry, hotels, car rental, rail, cruise, healthcare, broadcast industry, energy industry, golf,equipment

21、 rental, restaurant, and other industries are utilizing revenue management concepts when selling their products (Cross, 1997). The roots of the revenue management are in the airline industry. The basic characteristics of

22、 the industries to which different revenue management concepts were successfully applied are: variable demand over time; variable asset utilization; perishable asset</p><p>　　Parking demand is variable over

23、time.</p><p>　　Like hotel rooms, or restaurant chairs, parking spaces also have daily opportunity to be ‘‘sold’’ (used by clients).</p><p>　　Any parking lot or garage has limited number of parki

24、ng spaces that can be used by drivers</p><p>　　Market segmentation means that different customers are willing to pay different prices for the same asset (hotel room, airline seat, seat in a rented car). Busi

25、nessman wanting to park a car near a meeting point 15 minutes before the meeting would be ready to pay much higher parking fee than a pensioner planning to walk with his wife through the downtown, who made parking reserv

26、ation four day in advance.</p><p>　　Building new garages and parking lots could be very expensive and sometimes very difficult.</p><p>　　Parking places can be easily reserved in advance.</p&g

27、t;<p>　　Introducing parking revenue management system</p><p>　　A certain number of drivers would maybe cancel their reservations before beginning of the parking.These cancellations would also be made

28、at random moments of time. Like in some other industries, a certain number of drivers would not appear in parking garage for which they have a con-?rmed reservation and purchased ticket. Would these drivers be penalized

29、for their behavior? Depending on ration between parking demand and parking supply, the answer could be ‘‘Yes’’ or ‘‘No’’.</p><p>　　In case of a ‘‘nested reservation system’’, the high tariff request will not

30、 be rejected as long as any parking spaces are available in lower tariff classes. For example, if we have four tariff classes, then there is no booking limit for class 1, but there are booking limits (BLi, i = 2, 3, . .

31、., m) for each of the remaining three classes). All parking spaces are always available to class 1. There are always a certain number of parking spaces protected for class 1, certain number of parking spa</p><

32、p>　　In this research (like in the paper of Teodorovic´ et al., 2002) an attempt was made to make reservation decisions on the ‘‘request-by-request’’ basis. In the scenario that we consider, we assume that there a

33、re more than two types of tariffs. The basic characteristic of the parking space inventory control model that we propose is ‘‘real-time’’ decision making about each driver request. The developed model is called an ‘‘inte

34、lligent’’ parking space inventory control syste[21].</p><p><b>　　智能停車場系統(tǒng)</b></p><p>　　每天都會有一個(gè)顯著的比例single-occupancy車輛駕駛者在尋找一個(gè)停車位。此外,缺乏經(jīng)驗(yàn)的司機(jī)或外地人進(jìn)一步有助于增加的交通擁堵。尋找一個(gè)空的停車位是一個(gè)典型的搜索過程。每一個(gè)停車的

35、搜索策略是由一組模糊規(guī)則。它通常是很難描述這些規(guī)章明確。有計(jì)劃的活動的類型,時(shí)間的一天,每周的工作日,目前擁堵在不同航線上,城市街道上的知識,并可能可用的停車的地方有重大影響的搜索策略,在選定的停車。另一方面,司機(jī)通常發(fā)現(xiàn)不同種類的選擇一個(gè)一分之一的停車時(shí)間序列。顯然,這個(gè)時(shí)間序列具有非常強(qiáng)大的影響力在司機(jī)的停車場的最終決定[19]。</p><p>　　在過去的二十年里,在許多城市交通管理部門(赫爾辛基、科隆、

36、美因茨,斯圖加特,奧爾堡威斯巴登海牙)已經(jīng)開始通知和指導(dǎo)司機(jī)停車設(shè)施的實(shí)時(shí)var-iable消息標(biāo)志(箭頭,停車設(shè)施的名稱、狀態(tài)(滿,而不是完整的,數(shù)量的可用的停車位,等等。)。信息的數(shù)量上可用的停車空間可以顯示在主要道路、街道和十字路口,或者它可以通過互聯(lián)網(wǎng)分發(fā)。</p><p>　　這是邏輯來問個(gè)問題帶來的好處的停車誘導(dǎo)系統(tǒng)。目前的實(shí)踐表明,停車誘導(dǎo)系統(tǒng)通常不會改變的入住率和平均停車時(shí)間。司機(jī)容易熟悉停車誘導(dǎo)

37、系統(tǒng),和他們中的絕大多數(shù)使用,推力和欣賞的幫助系統(tǒng)。[20]制導(dǎo)系統(tǒng)的概率大大增加空的停車位,緩解沮喪的drivers-visitors不熟悉城市中心,減少隊(duì)列的前面停車場、減少的總量vehicle-miles旅行(尤其是在城市中心),減少的平均出行時(shí)間、能源消耗和空氣污染。停車誘導(dǎo)系統(tǒng)的一部分綜合停車政策和交通管理系統(tǒng)的其他元素是街邊停車控制(包括制裁為非法泊車的車輛),停車費(fèi)用結(jié)構(gòu),和停車的收益管理系統(tǒng)。</p>&l

38、t;p>　　停車誘導(dǎo)系統(tǒng)幫助司機(jī)發(fā)現(xiàn)空置車位當(dāng)他們已經(jīng)在網(wǎng)絡(luò)上,和接近他們的目的地。在這個(gè)研究的概念和停車場停車預(yù)訂系統(tǒng)提出了收益管理系統(tǒng)。提出的方法可以應(yīng)用在停車場和停車庫在城市和大型國際機(jī)場。</p><p>　　摘要組織如下：Parking-pricing問題給出了第二節(jié)。類比停車問題和其他一些產(chǎn)業(yè)呈現(xiàn)在第三節(jié)。停車的收益管理系統(tǒng)介紹在第四節(jié),和智能停車空間的庫存控制系統(tǒng)是第5部分中介紹。該算法創(chuàng)建智

39、能停車空間提出了庫存控制系統(tǒng)在第6節(jié)。所得結(jié)果與“智能”停車第7節(jié)中給出了系統(tǒng),Sec-tion 8會致閉幕詞及進(jìn)一步的研究方向。</p><p>　　停車定價(jià)在多數(shù)城市在世界司機(jī)支付使用不同的停車設(shè)施。在某些情況下,交通擁堵可以顯著減少由于停車的價(jià)格。停車收入通常是用于覆蓋停車設(shè)施費(fèi)用(訪問蓋茨,票打印機(jī)、停車米、停車標(biāo)志,服務(wù)員),或提高一些其他交通運(yùn)輸活動。不同的停車定價(jià)策略應(yīng)該是一個(gè)部分的綜合解決方案方法

40、復(fù)雜的交通擁堵問題。毫無疑問,停車定價(jià)代表了一個(gè)重要的需求管理策略。例如,交通部門、地方政府和私營部門可以引入更高的停車關(guān)稅獨(dú)奏司機(jī)或長期帕克在擁擠的城市地區(qū)。他們可以為我們提供特別折扣來vanpoolers停車。顯然停車定價(jià)應(yīng)該認(rèn)真研究的上下文中考慮城市區(qū)域(中心區(qū)與全國、住宅、商業(yè)、零售業(yè)使用區(qū)域)[20]。</p><p>　　在一些城市(麥迪遜,威斯康辛州)已經(jīng)有時(shí)間依賴的停車費(fèi),迫使乘客切換到不同的替代

41、公共交通。試圖促進(jìn)公共交通舊金山交通當(dāng)局提高停車關(guān)稅在公共和商業(yè)的車庫。芝加哥當(dāng)局幾次上調(diào)停車費(fèi)率。當(dāng)局在西雅圖顯著降低關(guān)稅在兩個(gè)停車拼車西雅圖市中心停車設(shè)施。積極作用也可能停車定價(jià)策略雇主為員工支付“停車。雇主刪除停車補(bǔ)貼的員工可以顯著減少總數(shù)的獨(dú)奏司機(jī)。主要角色的任何停車定價(jià)策略應(yīng)該降低總?cè)藬?shù)在同一時(shí)間,當(dāng)試圖實(shí)現(xiàn)任何停車策略,這是非常重要的,提供足夠的停車空間給顧客提供優(yōu)惠停車居民在考慮城市區(qū)域,提供優(yōu)惠停車場停車位置不同,考慮低

42、收入家庭,和保護(hù)在附近街道從非法停車。</p><p>　　基本經(jīng)濟(jì)概念的供給和需求應(yīng)該更多的利用方法求解復(fù)雜的交通擁堵和停車問題(維克瑞,1969;Verhoef等人,1995)。所謂的定價(jià)也稱為擁擠定價(jià)或可變收費(fèi)。背后的基本想法擁擠定價(jià)的概念是迫使司機(jī)旅行和使用在非用電高峰期交通設(shè)施更多和更少的高峰期。交通擁擠收費(fèi)的想法主要是與道路(司機(jī)支付使用私有,更快的道路,司機(jī)與較低的車輛占用支付車輛使用拼車車道,司機(jī)

43、支付更多進(jìn)入城市的市中心工作日期間)或機(jī)場運(yùn)營商(更加昂貴的降落費(fèi)在高峰時(shí)段)。停車問題的上下文中,這意味著:(一),不同的停車關(guān)稅應(yīng)該存在不同的用戶,停車費(fèi)用應(yīng)該增加和/或減少一天幾次。</p><p>　　停車問題和收益管理系統(tǒng):像其他航空業(yè)、酒店、租車、鐵路、郵輪、醫(yī)療、廣播工業(yè),能源行業(yè)、高爾夫、設(shè)備租賃、餐廳、和其他行業(yè)正在使用收入管理概念在銷售產(chǎn)品(交叉,1997)。收益管理的根源是航空業(yè)。產(chǎn)業(yè)的基本

44、特征,不同收入管理概念被成功地應(yīng)用是:變量隨時(shí)間的需求；變量資產(chǎn)利用率；易腐爛的資產(chǎn)；有限的資源；的細(xì)分市場；添加新功能是昂貴的,很難或者根本不可能；每位客戶的直接成本可以忽略不計(jì)的總成本的一部分進(jìn)行服務(wù)可用的；提前銷售產(chǎn)品。主要特點(diǎn)的停車空間庫存控制問題如下:</p><p><b>　　產(chǎn)業(yè)</b></p><p>　　停車需求隨時(shí)間是可變的。</p>

45、<p>　　像酒店房間,或餐廳的椅子,停車場也有每天的機(jī)會“售出”(由客戶端使用)。</p><p>　　任何停車場或車庫有有限數(shù)量的停車空間,可以使用的驅(qū)動程序</p><p>　　市場細(xì)分意味著不同的顧客愿意支付不同的價(jià)格相同的資產(chǎn)(賓館、航空座椅,座椅在一個(gè)租來的車)。商人想公園附近的一輛車地點(diǎn)上15分鐘會議之前,將準(zhǔn)備支付更高的停車收費(fèi)計(jì)劃徒步比一位退休老人和他的妻子

46、穿過市中心的,誰做的預(yù)訂提前四天停車。</p><p>　　建設(shè)新的車庫和停車場可能非常昂貴,有時(shí)還很困難。</p><p>　　可以很容易地停車場預(yù)留的。</p><p>　　引入停車的收益管理系統(tǒng)</p><p>　　一定數(shù)量的司機(jī)可能會取消預(yù)訂開始前停車。這些取消了在隨機(jī)時(shí)間的時(shí)刻。像其他一些產(chǎn)業(yè),一定數(shù)量的司機(jī)不會出現(xiàn)在停車場,他們有

47、一個(gè)con-firmed預(yù)定和購買機(jī)票。將這些驅(qū)動程序被處罰的行為嗎？根據(jù)停車需對于“嵌套的預(yù)訂系統(tǒng)”,高關(guān)稅的請求將不被拒絕只要任何停車位都可以在低關(guān)稅類。例如,如果我們有四個(gè)關(guān)稅類,那么就沒有預(yù)訂限制1班,但是有預(yù)訂限制(BLi,我= 2,3,。。。,m)對于每個(gè)剩余的三個(gè)類。所有的停車空間1類總是可用的。總會有一定數(shù)量的停車位保護(hù)1班,一定數(shù)量的停車位保護(hù)類1和2,一定數(shù)量的停車位保護(hù)類1、2和3。如果我們讓一個(gè)request-b

48、y-request修訂的預(yù)訂限制,不再有一個(gè)區(qū)別不同的和嵌套的預(yù)訂系統(tǒng)。</p><p>　　求和停車場之間的定量供應(yīng),答案可能是“是”或“否”。</p><p>　　在這項(xiàng)研究中(如本文的Teodorovic´等人,2002)試圖預(yù)訂決定“request-by-request”的基礎(chǔ)。在該方案中,我們考慮,我們假設(shè)有兩個(gè)以上類型的關(guān)稅?；咎攸c(diǎn)的停車空間庫存控制模型,我們提出“