## 4 Experiments and Results
### Analysis of Results  
In this study, we used the average speed and queue length on road sections and in parking lots as indicators. The reason for choosing these indicators resides in the fact that the proposed control strategies aim to ease congestion caused by vehicle departure from parking lots and ensure the efficiency of vehicle departure. Driving efficiency on road sections and in parking lots is evaluated by the average speed. Due to the limited road space and large traffic volume, queuing is inevitable at peak hours. Thus, queue length was used to evaluate the congestion on road sections and in parking lots caused be vehicle departures.  
This study utilized an application-oriented non-controlled strategy, which is commonly used in practice research as a baseline. In the experiment, we compared the common control methods in practice, including no control, timing control, and inductive control strategies. The simulation environment was established using the investigated information, including the settings of parking lots, lanes, intersections, signal control schemes, and traffic flow. The overall analysis of the simulation results shows that the implementation of an intelligent control strategy for vehicle departure can effectively increase the average speed of regional roads and reduce the length of queues at intersections.  
According to Figure 6a,b, the average speed range of the road section during peak and non-peak hours was 10-12 m/s. After adopting the timing control strategy, the average speed of the roads inside and outside the nine-rectangle-grid increased by about 0.3 m/s. After adopting the inductive control strategy, the average speed was further increased by about 0.2 m/s, indicating that the timing and introductive control strategies are obviously better than the non-controlled strategy. According to Figure 6c,d, the effects of inductivecontrol on Jufeng Road and Shenjiang Road were significantly better than that of the timing control strategy. Moreover, the length of the intersection queue was lower than that of the non-controlled strategy by about 6 m and lower than that of the timing control strategy by approximately 2-4 m. However, the decreases in the queue length at the internal road intersections were not significant.  
It can be seen that, regardless as to whether it was at a peak hour with a higher parking demand or a non-peak hour with small regional traffic flow, the intelligent control strategy of parking lot exit based on the concept of dynamic and static coordination control exhibited excellent performance and robustness. Moreover, the inductive control strategy can be combined with the external dynamic traffic for real-time feedback control. Since the inductive control has the ability of adaptive coordination, it is better than the timing control strategy in terms of the average speed and queue length on the roads. In brief, the control performance of introductive control was superior.  
Furthermore, it can be seen from Figure (e)e,\(f\) that, after the implementation of the timing control strategy at the exit of the parking lot during the peak hour, the queue length in the parking lot increased slightly, while the queue length under the inductive control strategy increased significantly. The inductive control strategy sacrifices the waiting time of some drivers for higher efficiency of regional traffic. To ensure that drivers benefit, it is recommended to cooperate with real-time information induction inside the parking lot when using the inductive control strategy. When an exit is closed or a long queue has been generated, the departing vehicle is induced to drive out from other exits to avoid continuing to form a long queue at the exit of the parking lot [23,24].  
Figure 6: _Cont._