## 5 Conclusions  
1. Previous studies paid more attention to the layout or design of the entrances and exits of parking lots, but less attention has been paid to the intelligent management and control of the entrances and exits of parking lots. This study innovatively introduces the cooperative control concept in ramp control into parking management. We propose smart control strategies for vehicle departure that consider internal static and external dynamic traffic simultaneously and control the speed of vehicles that are merging onto main roads by adjusting the mediation rate of the parking lot entrance and exit gate levers. The strategies include timing and inductive control strategies.
2. The timing control strategy is constrained by the capacity of the associated intersection and the departure demand of parking lots to calculate the mediation rate of gate levers. The inductive control strategy uses intelligent sensors to obtain the queue length at intersections, the queue length at the exits, and the waiting time of drivers.
3. The experimental results show that the performance of the proposed two control strategies is more superior and robust than that of non-controlled strategies under different travel demands. The timing control strategy alleviates queuing at intersections using the fixed lever lift period. As a result, the average speed of the external road increased. Inductive control has the ability to coordinate vehicle departure with external dynamic traffic. Thus, the improvement in external dynamic traffic is better than that of the timing control strategy; however, a long queue was also generated inside the parking lot. In the future, this problem can be solved using parking induction and path planning.  
Conceptualization, S.J. and J.W.; methodology, J.W. and Z.D.; software, Z.D.; investigation, Z.D.; data curation, J.W. and Z.D.; writing--original draft preparation, Z.D.; writing--review and editing, S.J. and J.W.; visualization, J.W.; supervision, S.J. All authors have read and agreed to the published version of the manuscript.  
This research was funded by Shanghai Science and Technology Committee, China, grant number 21 DZ1205100 and 22 QB1405100.  
**Data Availability Statement:** Not applicable.  
Figure 6: Results of the simulation in SUMO: (**a**) average speed of the road sections during the non-peak hour; (**b**) average speed of road sections during the peak hour; (**c**) average queuing length on roads during the non-peak hour; (**d**) average queue length on roads during the peak hour; (**e**) average length of queues in parking lots during the peak hour; (**f**) average length of queues in parking lots during the peak hour. Specifically, the roads include Keqiao Road (KQ), Hanqiao Road (HQ), Zhiqiao Road (ZQ), Jufeng Road (JF), Shenjiang Road (S)), Shentao Road (ST), Shenqi Road (SQ), and Shenlun Road (SL). The parking lots are located on the No. 13–21 plots.  
**Acknowledgments:** The study was sponsored by Shanghai Science and Technology Committee of China (21 DZ1205100 and 22 QB1405100). The authors would like to thank the anonymous reviewers for their constructive comments.  
**Conflicts of Interest:** The authors declare no conflict of interest.