DE102021120259A1 - PROCEDURE, COMPUTER PROGRAM PRODUCT, PARKING ASSISTANCE SYSTEM AND PARKING EQUIPMENT - Google Patents

Abstract

A method for operating a parking assistance system (110) for a parking facility (100) that provides several parking spaces (105) for autonomously driving vehicles (121 - 123) in a predetermined area (101) is proposed. The method comprises the steps: a) determining (S1) a number of vehicles (121 - 123) that use the parking facility (100) in a specific time interval, b) determining (S2) a respective usage profile for each of the vehicles (121 - 123),c) determining (S3) an optimized distribution (V1-V3) of the vehicles (121-123) in the parking facility (100), which includes an optimized position (POS11-POS31) for each of the vehicles (121-123). , depending on the determined number of vehicles (121-123) and their respective determined usage profile,d) arranging (S4) for the vehicles (121-123) to move to their respective optimized position (POS11-POS31) according to the determined optimized distribution (V1 - V3) move.

Description

The present invention relates to a method, a computer program product, a parking assistance system and a parking facility.

Vehicles are known that have an automated parking function that is set up in particular for automatically parking the vehicle in a suitable multi-storey car park or on a suitable parking lot. Such systems are referred to, for example, as automated valet parking systems. A distinction is made between two types. In a first type, the vehicle is self-driving, with the parking garage having, for example, suitable features for orienting the vehicle, such as ARUCO codes. In a second type, the vehicle can be controlled remotely, with the multi-storey car park having sensors and path planning means, for example, in order to control the vehicle. There can be various intermediate levels between these two types, in which the functions are distributed differently between the vehicle and the parking garage.

With Type 1 valet parking systems, a data record is transmitted to the vehicle beforehand or when entering the respective parking garage, which enables the vehicle to orientate itself using the distributed features, such as ARUCO codes. The data record contains, for example, an assignment of a respective position of the feature and/or information on the location of a travel corridor relative to the feature. This information is determined by the operator of the multi-storey car park, for example when it is put into operation, and stored in the data record. For the system to function smoothly, it is of the utmost importance that the features that are distributed throughout the car park and serve as orientation, such as ARUCO codes, are arranged in the exact position that is stored in the data record, otherwise incorrect orientation or collisions can even occur.

U.S. 2020/0211400 A1 discloses a Type 2 valet parking system. In this case, a vehicle is handed over to the parking system in a handover area by a user of the vehicle. This steers the vehicle autonomously to a parking space and parks it there. If the user needs the vehicle again, the vehicle is steered by the parking system to a pick-up area and received there by the user.

At busy times, parking facilities that include a Type 1 or Type 2 valet parking system may experience backlog and wait times, which is undesirable. In order to reduce or avoid this problem, a processing speed with which the valet parking system processes the individual vehicles should be as high as possible.

Against this background, an object of the present invention is to improve the operation of a parking assistance system for a parking facility.

1. a) Ermitteln einer Anzahl von Fahrzeugen, die in einem bestimmten Zeitintervall die Parkeinrichtung nutzen,
2. b) Ermitteln eines jeweiligen Nutzungsprofils für jedes der Fahrzeuge,
3. c) Ermitteln einer optimierten Verteilung der Fahrzeuge in der Parkeinrichtung, welche für jedes der Fahrzeuge eine optimierte Position umfasst, in Abhängigkeit der ermittelten Anzahl von Fahrzeugen und deren jeweiligem ermittelten Nutzungsprofil,
4. d) Veranlassen, dass sich die Fahrzeuge zu ihrer jeweiligen optimierten Position gemäß der ermittelten optimierten Verteilung bewegen.

According to a first aspect, a method for operating a parking assistance system for a parking facility is proposed. The parking facility provides several parking spaces for autonomously driving vehicles in a predetermined area. The procedure includes the steps:

1. a) determining a number of vehicles that use the parking facility in a specific time interval,
2. b) determining a respective usage profile for each of the vehicles,
3. c) determining an optimized distribution of the vehicles in the parking facility, which includes an optimized position for each of the vehicles, depending on the determined number of vehicles and their respective determined usage profile,
4. d) causing the vehicles to move to their respective optimized position according to the determined optimized distribution.

This method has the advantage that the vehicles in the parking facility are distributed or arranged in an optimized manner for each point in time. In particular, the optimized distribution means that certain driving maneuvers can be carried out faster based on the optimized distribution than is the case based on a non-optimized distribution. The specific driving maneuvers are in particular those that are foreseeable to be carried out in the near future, such as preparing a vehicle in a handover area so that the user of the vehicle can take it over again. The vehicles can thus also be processed more quickly by the parking assistance system, since individual vehicles arrive more quickly at their respective target position, such as a parking space or a handover position, and thus do not further impede further traffic in the parking facility.

The parking assistance system can also be referred to as a control system, monitoring system, administration system or the like of the parking facility. The parking assistance system can include a type 1 valet parking system and/or a type 2 valet parking system. In any case, the parking assistance system is set up for communication with the autonomous vehicles that use the parking facility. The communication takes place in particular more wirelessly via an appropriate network, such as a WLAN or a mobile network. The parking assistance system is set up to transmit data and/or control commands to a respective autonomous vehicle. The data include, for example, a digital map of the parking facility, specific positions within the parking facility, such as a target position for the autonomous vehicle, a determined trajectory for the autonomous vehicle, a sequence of multiple target positions for different points in time and/or a sequence of determined trajectories for the autonomous vehicle . The control commands include, for example, remote control commands, by means of which the autonomous vehicle is controlled remotely.

The parking assistance system is set up to take over control of the autonomous vehicles from a transfer area in which a user of a vehicle hands it over to the parking assistance system. Under the control of the parking assistance system, this can cause a respective vehicle to drive from its current position to a specific target position. This applies to both Type 1 and Type 2 valet parking systems. In a type 1 valet parking system, for example, the determined target position and optionally a determined trajectory are transmitted to the vehicle, whereupon the latter navigates through the parking facility to the target position. In a type 2 valet parking system, for example, control commands are transmitted depending on received sensor data that are indicative of a current position of the vehicle in the parking facility, and the vehicle is guided to the target position. At the end of the use of the parking facility, the vehicle is returned to the user by the parking assistance system in a transfer area.

The parking facility provides several parking spaces for autonomously driving vehicles in a predetermined area. The term “autonomously driving vehicle” is understood to mean a vehicle that can drive from a starting position to a target position without constant monitoring by a user. In this case, the vehicle can control itself, in particular on the basis of received sensor signals, which are received in particular by sensors arranged on the vehicle, such as optical sensors and/or ultrasonic sensors. Alternatively, the vehicle can be controlled by a unit external to the vehicle, such as the parking assistance system, using appropriate control commands.

In addition to the parking spaces, the predetermined area includes in particular a delivery area (an example of a transfer area) and a pick-up area (an example of a transfer area).

The parking facility is designed, for example, as a multi-storey car park or a parking area. It can be a private parking facility or a publicly accessible parking facility. The parking facility can be provided for exclusive operation with autonomous vehicles or also for mixed operation in which, in addition to autonomous vehicles, manually controlled vehicles also use the parking facility.

The specific time interval for which the number of vehicles using the parking facility is determined can include both a current point in time and future points in time. The number of vehicles is determined, for example, on the basis of historical data and/or on the basis of usage statistics for the parking facility and/or on the basis of a number of received bookings for the use of the parking facility and/or on the basis of planned events in a specific area around the parking facility. If the specific time interval includes a future point in time, the determination of the number can also be referred to as an estimate, forecast or prediction. Determining the number can include simulating the parking facility under certain boundary conditions.

The number includes a countable number of vehicles. The number may include no vehicle, may include one vehicle, and may include more than one vehicle, such as two, three, or four vehicles, up to 50, 100, or 500 vehicles, or an even greater number.

The respective usage profile is determined in particular on the basis of a booking received for a respective vehicle for the use of the parking facility. The booking can also be referred to as a reservation. This can be received in advance, for example, for example it is transmitted to the parking assistance system via a network connection, in particular via the Internet. Alternatively, the booking can only be received when the vehicle is handed over to the parking assistance system. The booking includes at least one delivery time at which the vehicle is handed over to the parking assistance system. The booking may also include an estimated pickup time and/or desired additional services offered at the autonomous vehicle parking facility. Such services include, for example, refueling, charging, a general inspection, an exhaust gas analysis, cleaning, an oil change, a tire and/or Changing wheels and/or another workshop service or the like.

The usage profile includes an indication of a usage type, a sequence of usage types and/or a sequence of usage types with corresponding points in time. The type of use includes returning the vehicle to the parking facility, parking the vehicle in the parking facility, collecting the vehicle from the parking facility and/or claiming a specific service in the parking facility.

The determination of the usage profile for a respective vehicle takes place in particular taking into account the other vehicles that use the parking facility and their respective usage profile. If, for example, a specific service is booked for two vehicles, but these cannot be provided at the same time, the vehicles are booked for the service at different times, which is reflected in their respective usage profile.

If the determined number of vehicles includes a prediction of the number for a future point in time, then a corresponding usage profile can be predicted for those vehicles of the predicted number for which there is no reservation or booking. This can be done in particular on the basis of historical data and/or usage statistics.

The optimized distribution of the vehicles, which is determined on the basis of the determined number of vehicles and their usage profile, relates in particular to a particular point in time for which the determined number and corresponding usage profiles were determined. The determined number of vehicles and the usage profiles can also be referred to as boundary conditions for determining the optimal distribution. Since the boundary conditions can change at any time, the optimized distribution can also change at any time.

The optimized distribution can be determined, for example, on the basis of an equation and/or a system of a number of equations coupled to one another, which are evaluated or calculated for the boundary conditions determined in each case. One or more optimization parameters can be determined here. Optimization parameters are, for example, a length and/or complexity of a trajectory for a vehicle, a total length and/or total complexity of a plurality of trajectories for a number of vehicles, an estimated duration for providing a specific target distribution based on a specific starting distribution, and the like. A specific distribution is considered to be optimized compared to another specific distribution in the sense of this invention, in particular if the respective underlying optimization parameter for the optimized distribution has a better value, i.e. for example a shorter duration for providing the target distribution based on the optimized distribution in Comparison with the non-optimized distribution. The complexity of a trajectory is determined in particular on the basis of the number of curves to be driven and their radius and a number of turning points (change in direction of travel). Alternatively or additionally, the optimized distribution can be determined on the basis of a simulation of the parking facility using the determined boundary conditions. Machine learning methods can also be used to determine the optimized distribution, such as a trained neural network, in particular a CNN (convolutional neural network) with a number of hidden layers.

Causing the vehicles to move to their respective optimized position according to the determined optimized distribution includes, for example, driving the vehicles and transmitting the respective optimized position to the respective vehicle and/or guiding the respective vehicle to the respective optimized position. Advantageously, respective trajectories are determined for all vehicles, which connect a respective starting position with the optimized position. The trajectories are determined, for example, in such a way that as few vehicles as possible meet one another and/or their trajectories cross. This ensures that the vehicles can quickly drive to their respective optimized position.

If several vehicles have to take up new positions in order to achieve the optimized distribution, they can be controlled simultaneously and/or one after the other. Vehicles that are located in different areas of the parking facility and/or that are far apart from one another can, for example, be driven to at the same time. Vehicles that are in the same areas of the parking facility and/or that are close to each other are advantageously driven to one after the other in order to avoid a build-up of traffic jams and/or vehicles getting in each other's way.

The optimized position for a respective vehicle includes at least a specific location in the predetermined area of the parking facility and preferably also includes a specific orientation or alignment of the vehicle, such as forwards or backwards.

According to one embodiment of the method, the usage profile includes an indication of a usage type, a sequence of usage types and/or a sequence of usage types with corresponding points in time, the usage type including returning the vehicle to the parking facility, parking the vehicle in the parking facility, picking up the vehicle from the parking facility and/or claiming a specific service in the parking facility .

• Ermitteln einer jeweiligen Nutzungsposition, die eine Position in dem vorbestimmten Bereich der Parkeinrichtung ist, an welcher die jeweilige Nutzungsart gemäß dem jeweiligen Nutzungsprofil bereitgestellt wird, für jedes der Fahrzeuge, und wobei Schritt c) umfasst:
  • Ermitteln der optimierten Verteilung derart, dass eine Länge und/oder Komplexität einer Trajektorie für das jeweilige Fahrzeug von der optimierten Position zu der Nutzungsposition minimiert ist und/oder dass eine Gesamtlänge und/oder Gesamtkomplexität einer Anzahl von Trajektorien, welche für eine Teilmenge der Fahrzeuge deren jeweilige optimierte Position mit der jeweiligen Nutzungsposition verbindet, minimiert ist.

According to a further embodiment of the method, step b) comprises):

• Determining a respective usage position, which is a position in the predetermined area of the parking facility at which the respective usage type is provided according to the respective usage profile, for each of the vehicles, and step c) comprises:
  • Determination of the optimized distribution in such a way that a length and/or complexity of a trajectory for the respective vehicle from the optimized position to the usage position is minimized and/or that a total length and/or total complexity of a number of trajectories which for a subset of the vehicles are connects each optimized position with the respective usage position is minimized.

This is explained using the example of the user picking up the vehicle. In this case, the usage position is, for example, a handover parking space in the pick-up area. For example, if the vehicle is to be picked up in an hour, then the vehicle should not be parked in the handover parking space immediately, so that it can be used in the meantime by other vehicles that are picked up in the course of the hour.

As the pickup time approaches, it may be advantageous to move the vehicle from a parking space far from the pickup area to a parking space near the pickup area. Advantageously, the vehicle is parked in the optimized position in such a way that it gets from the optimized position to the transfer parking space in one go, that is to say without having to maneuver, in particular without a change of direction. This is preferably done at a time when the parking facility is underutilized, ie when few vehicles are moving through the predetermined area, since then the vehicle can drive unimpeded and without impeding other vehicles to the optimized position near the pickup area.

According to a further embodiment of the method, a first optimized distribution is determined for a first point in time at which the utilization of the parking facility is greater than a predetermined threshold value, and for a second point in time, which is after the first point in time and at which the utilization of the Parking facility is less than or equal to the predetermined threshold value, a second optimized distribution is determined, and step d) is carried out in relation to the respective optimized distribution at the respective point in time.

The utilization of the parking facility at a given point in time can in particular be measured, calculated, estimated, predicted and/or simulated. The utilization relates, for example, to a number of vehicles to be moved in the parking facility per unit of time. This corresponds, for example, to a traffic density in the parking facility. The utilization can be determined on the basis of sensor data and can also be based on historical data and/or on the basis of usage statistics and/or on the basis of a number of received bookings for the use of the parking facility and/or on the basis of planned events in a specific area the parking facility can be determined.

This embodiment advantageously makes it possible to first distribute the vehicles according to the first optimized distribution in the parking facility when the utilization of the parking facility is high and later, when utilization is no longer high, to distribute the vehicles according to the second optimized distribution in the parking facility. The first optimized distribution enables the vehicles that have to be moved during high capacity utilization to be processed quickly. However, the first optimized distribution may not be optimal with a view to a later point in time. Therefore, the vehicles are redistributed when the parking facility is no longer so busy. A high utilization is understood to mean a utilization that is above the predetermined threshold value. The predetermined threshold value can be fixed and/or can be determined dynamically as a function of certain utilization parameters.

For example, the utilization of the parking facility in the morning when many people drive to their place of work and therefore many vehicles arrive at the parking facility and are handed over to it, is higher than the predetermined threshold value. The first optimized distribution provides, for example, for the vehicles to be parked in a block comprising several rows next to each other. In particular, this requires less complex trajectories, which is why the vehicles quickly reach their respective optimized position. However, for example, a vehicle parked in the middle of the block cannot easily drive out of the block because other vehicles are blocking the way. Therefore, this arrangement does not do justice to the different usage profiles. In order to solve this problem, in a second step, when the capacity utilization of the parking facility has fallen below the threshold value again, the vehicles are redistributed according to the determined second optimized distribution. On the one hand, this enables the vehicles to be processed quickly during high capacity utilization and also ensures that the vehicles can be moved according to their respective usage profile.

The specific area is, for example, a spatial area that can be determined by specifying a radius, such as a radius of 1 km, 2 km, 3 km or even more around the parking facility.

• Ermitteln einer ersten optimierten Verteilung für einen ersten Zeitpunkt,
• Ermitteln einer zweiten optimierten Verteilung für einen auf den ersten Zeitpunkt folgenden zweiten Zeitpunkt,
• Ermitteln eines Optimierungsfaktors in Abhängigkeit eines Vergleichs der ersten optimierten Verteilung mit der zweiten optimierten Verteilung, wobei der Optimierungsfaktor ein Maß dafür ist, wie viel besser die zweite optimierte Verteilung im Vergleich mit der ersten optimierten Verteilung ist, und
• Durchführen von Schritt d) zu dem zweiten Zeitpunkt, wenn der ermittelte Optimierungsfaktor größer oder gleich als ein vorbestimmter Schwellwert ist.

According to a further embodiment of the method, this includes:

• determining a first optimized distribution for a first point in time,
• Determination of a second optimized distribution for a second point in time following the first point in time,
• determining an optimization factor as a function of a comparison of the first optimized distribution with the second optimized distribution, the optimization factor being a measure of how much better the second optimized distribution is compared to the first optimized distribution, and
• Performing step d) at the second point in time when the determined optimization factor is greater than or equal to a predetermined threshold value.

Each time a new optimized distribution is applied, vehicles in the parking facility will be moved. On the one hand, this increases the utilization of the parking facility, on the other hand, energy is required to move the vehicles. If the optimized distribution has only a small advantage compared to the distribution that is already present, it is then advantageously possible to dispense with distributing the vehicles in the parking facility according to the second optimized distribution.

The optimization factor is, for example, a difference between the respective values of an optimization parameter for the first and second optimized distribution.

According to a further embodiment of the method, a respective optimized distribution is determined for different points in time of the specific time interval, with a second optimized distribution following a first optimized distribution valid at a specific point in time being determined in such a way that the smallest possible number of vehicles have a new optimized position is assigned in the comparison of the first and second optimized distribution.

In this embodiment, as few vehicles as possible are advantageously moved, which minimizes overall energy consumption for moving the vehicles and also keeps the utilization of the parking facility low.

According to a further embodiment of the method, step a) is based on historical data and/or on the basis of usage statistics and/or on the basis of a number of received bookings for the use of the parking facility and/or on the basis of planned events in a specific area around the Parking set up.

According to a further embodiment of the method, step b) is carried out on the basis of a booking received for a respective vehicle for the use of the parking facility.

According to a second aspect, a computer program product is proposed which comprises instructions which, when the program is executed by a computer, cause the latter to execute the method according to the first aspect.

A computer program product, such as a computer program means, can be made available or supplied by a server in a network, for example, as a storage medium such as a memory card, USB stick, CD-ROM, DVD, or in the form of a downloadable file. This can be done, for example, in a wireless communication network by transferring a corresponding file with the computer program product or the computer program means.

• eine Ermittlungseinheit zum Ermitteln einer Anzahl von Fahrzeugen, die in einem bestimmten Zeitintervall die Parkeinrichtung nutzen und zum Ermitteln eines jeweiligen Nutzungsprofils für jedes der Fahrzeuge,
• eine Optimierungseinheit zum Ermitteln einer optimierten Verteilung der Fahrzeuge in der Parkeinrichtung, welche für jedes der Fahrzeuge eine optimierte Position umfasst, in Abhängigkeit der ermittelten Anzahl von Fahrzeugen und deren jeweiligem ermittelten Nutzungsprofil, und
• eine Steuereinheit zum Veranlassen, dass sich die Fahrzeuge zu ihrer jeweiligen optimierten Position gemäß der ermittelten optimierten Verteilung bewegen.

According to a third aspect, a parking assistance system for a parking facility that provides multiple parking spaces for autonomously driving vehicles in a predetermined area is proposed. The parking assistance system includes:

• a determination unit for determining a number of vehicles that use the parking facility in a specific time interval and for determining a respective usage profile for each of the vehicles,
• an optimization unit for determining an optimized distribution of the vehicles in the parking facility, which comprises an optimized position for each of the vehicles, in Dependence on the determined number of vehicles and their respective determined usage profile, and
• a control unit for causing the vehicles to move to their respective optimized positions according to the determined optimized distribution.

This parking assistance system has the same advantages as described for the method according to the first aspect. The embodiments and features described for the proposed method apply accordingly to the proposed parking assistance system.

The parking assistance system is preferably operated according to the method of the first aspect.

The respective unit of the parking assistance system, for example the determination unit, the optimization unit and/or the control unit, can be implemented in terms of hardware and/or software. In the case of a hardware implementation, the respective unit can be embodied, for example, as a computer or as a microprocessor. In the case of a software implementation, the respective unit can be designed as a computer program product, as a function, as a routine, as an algorithm, as part of a program code or as an executable object.

According to a fourth aspect, a parking facility is proposed that provides multiple parking spaces for autonomously driving vehicles in a predetermined area, and that includes a parking assistance system according to the third aspect.

The parking facility is designed, for example, as a multi-storey car park or a parking area. The parking facility can have several levels and can be arranged partly above ground and partly underground.

According to one embodiment, the parking facility comprises a type 2 valet parking system.

In this case, the parking facility comprises a plurality of sensor units arranged in the predetermined area for detecting the vehicles that are present in the predetermined area and for outputting a respective sensor signal. The parking assistance system is set up to remotely control a vehicle on the basis of the sensor signals output by the sensor units.

The term type 2 valet parking assistance system is understood here to mean that the parking assistance system includes sensors arranged in the infrastructure and path planning means and is set up to remotely control vehicles in the predetermined area. Type 2 valet parking systems are advantageous because the vehicles that use them do not have to have any complex sensors and control logic themselves, but only have to be set up to be remotely controllable.

The sensor units include, for example, cameras, lidars, radars and the like.

According to a further embodiment, the parking facility comprises a type 1 valet parking system.

The parking facility comprises a plurality of optically detectable and clearly distinguishable markers arranged at specific positions in the predetermined area, which markers can be used by an autonomously controlled vehicle to determine the position during an autonomous journey within the predetermined area.

The term type 1 valet parking assistance system is understood here to mean that the parking assistance system itself does not include any sensors or at least does not include sufficient sensors to safely remotely control vehicles, but that the vehicles have appropriate sensors and based on the optical markers automatically through the predetermined navigate area. The optical markers include, for example, ARUCO codes.

In embodiments of the parking facility, this is designed both as a type 2 valet parking system and as a type 1 valet parking system.

This means that the parking facility has both the features of the type 2 valet parking system and the features of the type 1 valet parking system. This parking facility can then be used both by remote-controlled vehicles without complex sensors and control logic of their own, and by autonomous vehicles with suitable sensors and control logic for an autonomously controlled journey based on the optical features.

According to a further embodiment, the parking facility comprises a number of service areas, each of the service areas being set up to provide a number of services.

The services include, for example, refueling, charging, a general inspection, an exhaust gas analysis, cleaning, a Oil change, a tire and/or wheel change and/or other workshop service or the like. A respective service area can include, for example, a number of parking spaces on which a respective vehicle is parked to receive the service. Once the service has been rendered, the vehicle may be returned to another parking space that is not related to a service or to another booked service. In these cases, the parking assistance system causes the vehicle to drive from a respective parking space to another parking space at the respective point in time.

Further possible implementations of the invention also include combinations of features or embodiments described above or below with regard to the exemplary embodiments that are not explicitly mentioned. The person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the invention.

• 1 zeigt ein schematisches Beispiel einer Parkeinrichtung mit einem Parkassistenzsystem;
• 2A - 2C zeigen ein weiteres schematisches Beispiel einer Parkeinrichtung mit einem Parkassistenzsystem in unterschiedlichen Nutzungsphasen;
• 3 zeigt ein schematisches Blockschaltbild eines Parkassistenzsystems; und
• 4 zeigt ein schematisches Flussdiagramm eines Verfahrens zum Betreiben eines Parkassistenzsystems.

Further advantageous refinements and aspects of the invention are the subject matter of the dependent claims and of the exemplary embodiments of the invention described below. The invention is explained in more detail below on the basis of preferred embodiments with reference to the enclosed figures.

• 1 shows a schematic example of a parking facility with a parking assistance system;
• 2A - 2C show another schematic example of a parking facility with a parking assistance system in different usage phases;
• 3 shows a schematic block diagram of a parking assistance system; and
• 4 shows a schematic flowchart of a method for operating a parking assistance system.

Elements that are the same or have the same function have been provided with the same reference symbols in the figures, unless otherwise stated.

1 shows a schematic example of a parking facility 100 with a parking assistance system 110. The parking facility 100 comprises a predetermined area 101 in which a plurality of parking spaces 105 for autonomously driving vehicles 121-123 (see 2A - 2C ) are provided. The parking assistance system 110 is, for example, as shown in FIG 3 explained trained and set up with a method as based on the 4 explained to be operated. Based on 2A - 2C a concrete example of the functioning of the parking assistance system 110 is explained. In addition to the parking spaces 105, the parking facility 100 can include other areas, in particular transfer areas, such as a drop-off area and a pick-up area, as well as a number of service areas A, B (see 2A - 2C ), in which certain services are offered and provided.

In this example, parking assistance system 110 is part of parking facility 100 and is set up to monitor and/or control the movement of autonomously driving vehicles 121 - 123 in parking facility 100 . For this purpose, parking assistance system 110 is set up in particular to communicate with vehicles 121-123 via a network connection (not shown), in particular to transmit data and/or control commands to vehicles 121-123. Conversely, parking assistance system 110 can be set up to receive data from vehicles 121 - 123, such as a booking for a specific service and/or a request to make vehicle 121 - 123 available in a collection area of parking facility 100.

Depending on the design of the parking facility 100, for example as a type 2 valet parking system and/or as a type 1 valet parking system, it can include further elements, such as sensor units (not shown) for detecting existing ones in the predetermined area 101 Vehicles and/or ARUCO codes (not shown), which are used by autonomous vehicles with their own sensors and path planning logic for orientation in the predetermined area 101.

2A - 2C show another schematic example of a parking facility 100 with a parking assistance system 110, for example, as shown in FIG 1 or 3 described is formed. Each of the 2A - 2C shows the parking facility at a different point in time, for which a different optimized distribution V1-V3 was determined in each case. The respective arrangement of the vehicles 121 - 123 in the 2A - 2C thus each represents an optimized distribution V1 - V3.

In the predetermined area of this example, the parking facility 100 includes a delivery area DZ in which users can hand over their vehicle 121 - 123 to the parking assistance system 110 . From this position, the parking assistance system 110 takes over control of the respective vehicle 121-123. The parking facility 100 also includes a collection area PZ, in which users can take their vehicle 121-123 back from the parking assistance system 110. In the predetermined area 101 there are also several parking spaces 105 and two service areas A, B. The service areas A, B are set up to provide specific services. The service areas A, B each include a number of assigned parking spaces. A vehicle 121-123 parked in one of these parking spaces is intended to receive a specific service. In this example, the parking spaces 105 are separated from the drop-off area DZ and the pick-up area PZ by a respective barrier, which is merely an example.

The 2A shows parking facility 100 at a point in time when many vehicles are arriving at parking facility 100 and are being handed over to parking assistance system 110 for use. Three vehicles 121-123 are shown as an example, which are in the delivery area DZ. The parking assistance system 110 determines the number of vehicles 121-123 that are currently using the parking facility 100 and determines a usage profile for each of the vehicles 121-123. In the present case, it is determined as a respective usage profile, for example, that a service is booked for vehicle 121 during the parking period in parking facility 100, which is provided in service area A, that a service is booked for vehicle 122 during the parking period, that is in the service area B is provided, with a pick-up time for the vehicle 122 already being set, and that for the vehicle 123 only a parking of the vehicle 123 in the parking facility 100 is booked, with no known end time and without a service.

First of all, it is advantageous if the vehicles 121-123 are moved out of the delivery area DZ as quickly as possible in order to make this available for other vehicles and users. The parking assistance system 110 therefore determines a first optimized distribution V1 in which the optimized positions POS11, POS21, POS31 of the vehicles 121-123 can be reached quickly and with a respective simple trajectory TR11, TR21, TR31. The trajectories TR11, TR21, TR31 are "simple" because they are not very complex, in particular because they do not contain turning points (change of direction) or other critical maneuvers that are time-consuming. In particular, vehicles 121-123 are all parked forwards, which means that you first have to drive backwards to get out of a parking space. On the basis of the first optimized distribution V1, the delivery area DZ is quickly free again and is therefore available for other vehicles or users.

The 2 B shows the parking facility 100 at a later point in time. The utilization of the parking facility 100 is not high at this time. Therefore, the parking facility 100 has capacity to shift the vehicles 121-123 according to a second optimized distribution V2. The starting point for this is the first distribution V1. To achieve the second distribution V2, the vehicle 121 is moved from its first optimized position POS11 according to the trajectory TR12 to a position POS12 on a parking space in the service area A, in which the vehicle 121 can receive the booked service. The trajectory TR12 includes an inflection point and the vehicle 121 is parked forward at the new optimized position POS12. The vehicle 122 is moved from its first optimized position POS21 according to the trajectory TR22 to a position POS22 on a parking space in the service area B, in which the vehicle 122 can receive the booked service. The trajectory TR22 includes two turning points and the vehicle 122 is parked backwards at the new optimized position POS22. Although the trajectory TR22 with two turning points is more complex than having only one turning point, the trajectory TR22 has the advantage that the vehicle 122 can drive forward away from the parking space in this orientation. This is particularly advantageous because it is known, for example on the basis of the usage profile for the vehicle 122, that the vehicle 122 will be picked up shortly after the service has been completed. The vehicle 122 can therefore be made available in the pick-up area PZ quickly and without complex driving maneuvers having to be carried out. The vehicle 123, for which no service has been booked and no pick-up time is known, is turned around in this example and parked again in the same parking space as before. This has the advantage that when the vehicle 123 is picked up, it can simply drive forward from the parking space and into the pick-up area PZ. A turning maneuver at the time of collection, at which the utilization of the parking facility 100 by other vehicles can be high, can thus be avoided.

It should be noted that the second distribution V2 is already determined with regard to the third distribution V3. In particular, the vehicle 122 is parked backwards in the position POS22 in order to reach the use position POS23 (see 2C ) to improve, in particular to accelerate. The vehicle 123 was also turned around with regard to a future use position, such as a position in the pick-up area PZ, and an optimized distribution was thus achieved overall.

The 2C shows the parking facility 100 at a later point in time than FIG 2 B . The vehicles 121-123 are shifted according to a third optimized distribution V3. The vehicle 121 is removed from the parking space of the service area A and controlled according to the trajectory TR13 to the optimized position POS13. In the optimized position POS13, the vehicle 121 is on the one hand close to the collection area PZ, on the other hand the vehicle 121 is also parked backwards, so that the vehicle 121 can be parked quickly and easily to make the vehicle 121 available in the collection area PZ as soon as the vehicle 121 is picked up by the user. In this example, the vehicle 122 is already being moved to an optimized position POS23 of the collection area PZ, since the collection time is approaching according to the usage profile for the vehicle 122 . It can be seen that the trajectory TR23 does not need turning points for this purpose and can therefore be easily followed by the vehicle 122 . The vehicle 123 remains in the same position and is not moved.

It should be noted that the based on the 2A - 2C The illustrated optimized distributions V1-V3, the optimized positions POS11-POS32 and the trajectories TR11-TR32 are merely exemplary in order to explain the invention in more detail using a specific example.

3 shows a schematic block diagram of a parking assistance system 110 for a parking facility 100, for example, the parking facility 1 or the 2A - 2C . Parking assistance system 110 includes a determination unit 112 for determining a number of vehicles 121-123 (see FIG 2A - 2C ) that use the parking facility 100 in a specific time interval and for determining a respective usage profile for each of the vehicles 121-123. The parking assistance system 110 also includes an optimization unit 114 for determining an optimized distribution V1-V3 (see 2A - 2C ) of the vehicles 121-123 in the parking facility 100, which have an optimized position POS11-POS31 for each of the vehicles 121-123 (see 2A - 2C ) includes, depending on the determined number of vehicles 121 - 123 and their respective determined usage profile. The parking assistance system 110 further includes a control unit 116 for causing the vehicles 121-123 to move to their respective optimized positions POS11-POS31 according to the determined optimized distribution V1-V3.

4 shows a schematic flowchart of a method for operating a parking assistance system 110 for a parking facility 100 (see 1 or 2A - 2C ), For example, the parking assistance system 110 one of 1 - 3 . The parking facility 100 parks in a predetermined area 101 (see 1 or 2A - 2C ) several pitches 105 (see 1 or 2A - 2C ) for autonomous vehicles 121 - 123 (see 2A - 2C ) ready. In a first step S1, a number of vehicles 121-123 that use the parking facility 100 in a specific time interval is determined. In a second step S2, a respective usage profile is determined for each of the vehicles 121-123. In a third step, an optimized distribution V1 - V3 (see 2A - 2C ) of the vehicles 121-123 in the parking facility 100, which for each of the vehicles 121-123 has an optimized position POS11-POS31 (see 2A - 2C ) includes, depending on the determined number of vehicles 121 - 123 and their respective determined usage profile. In a fourth step S4, vehicles 121-123 are caused to move to their respective optimized positions POS11-POS31 according to the determined optimized distribution V1-V3.

Although the present invention has been described using exemplary embodiments, it can be modified in many ways.

Reference List

100

parking facility

101

predetermined area

105

pitches

110

parking assistance system

112

investigation unit

114

optimization unit

116

control unit

121

vehicle

122

vehicle

123

vehicle

A

Service area

B

Service area

double room

delivery area

POS11

position

POS12

position

POS13

position

POS21

position

POS22

position

POS23

position

POS31

position

POS32

position

PZ

pickup area

S1

process step

S2

process step

S3

process step

S4

process step

TR11

trajectory

TR12

trajectory

TR13

trajectory

TR21

trajectory

TR22

trajectory

TR23

trajectory

TR31

trajectory

TR32

trajectory

V1

optimized distribution

v2

optimized distribution

V3

optimized distribution

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• US20200211400A1 [0004]

Claims (14)

Method for operating a parking assistance system (110) for a parking facility (100) which provides several parking spaces (105) for autonomously driving vehicles (121 - 123) in a predetermined area (101), the method comprising the steps: a) determining (S1) a number of vehicles (121-123) that use the parking facility (100) in a specific time interval, b) determining (S2) a respective usage profile for each of the vehicles (121-123), c) determining (S3) an optimized distribution (V1-V3) of the vehicles (121-123) in the parking facility (100), which includes an optimized position (POS11-POS31) for each of the vehicles (121-123), as a function the determined number of vehicles (121 - 123) and their respective determined usage profile, d) causing (S4) the vehicles (121-123) to move to their respective optimized position (POS11-POS31) according to the determined optimized distribution (V1-V3). procedure after claim 1 , characterized in that the usage profile includes an indication of a usage type, a sequence of usage types and/or a sequence of usage types with corresponding points in time, the usage type including handing over the vehicle (121 - 123) to the parking facility (100), parking the Vehicle (121-123) in the parking facility (100), picking up the vehicle (121-123) from the parking facility (100) and/or claiming a specific service in the parking facility (100). Method according to 2, characterized in that step b) comprises: determining a respective usage position, which is a position in the predetermined area (101) of the parking facility (100) at which the respective usage type is provided according to the respective usage profile, for each of the vehicles (121-123), and wherein step c) comprises: determining the optimized distribution (V1-V3) such that a length and/or complexity of a trajectory (TR11-TR32) for the respective vehicle (121-123) of the optimized position (POS11 - POS31) to the usage position is minimized and/or that an overall length and/or overall complexity of a number of trajectories (TR11 - TR32) which for a subset of the vehicles (121 - 123) their respective optimized position (POS11 - POS31) connects to the respective usage position is minimized. Method according to one of the preceding claims, characterized in that a first optimized distribution (V1 - V3) is determined for a first point in time at which utilization of the parking facility (100) is greater than a predetermined threshold value, and that for a second point in time , which is after the first point in time and at which the utilization of the parking facility (100) is less than or equal to the predetermined threshold value, a second optimized distribution (V1 - V3) is determined, and step d) in relation to the respective optimized distribution (V1 - V3) is carried out at the respective point in time. Method according to one of the preceding claims, characterized by : determining a first optimized distribution (V1 - V3) for a first point in time, determining a second optimized distribution (V1 - V3) for a second point in time following the first point in time, determining an optimization factor as a function a comparison of the first optimized distribution (V1 - V3) with the second optimized distribution (V1 - V3), where the optimization factor is a measure of how much better the second optimized distribution (V1 - V3) compared to the first optimized distribution ( V1 - V3), and performing step d) at the second point in time if the determined optimization factor is greater than or equal to a predetermined threshold value. Method according to one of the preceding claims, characterized in that a respective optimized distribution (V1 - V3) is determined for different points in time of the specific time interval, with a second optimized distribution following a first optimized distribution (V1 - V3) valid at a specific point in time (V1 - V3) is determined in such a way that the smallest possible number of vehicles (121 - 123) is assigned a new optimized position (POS11 - POS31) in a comparison of the first and second optimized distribution (V1 - V3). Method according to one of the preceding claims, characterized in that step a) based on historical data and / or based on usage statistics and / or based on a number of received bookings for the use of the parking facility (100) and / or based on planned Events are held in a specific area around the parking facility (100). Method according to one of the preceding claims, characterized in that step b) is carried out on the basis of a booking received for a respective vehicle (121 - 123) for the use of the parking facility (100). Computer program product, comprising instructions which, when the program is executed by a computer, cause the latter to carry out the method according to one of Claims 1 - 8th to execute. Parking assistance system (110) for a parking facility (100) that provides several parking spaces (105) for autonomously driving vehicles (121 - 123) in a predetermined area (101), the parking assistance system (110) comprising: a determination unit (112) for determining a number of vehicles (121 - 123) that use the parking facility (100) in a specific time interval and for determining a respective usage profile for each of the vehicles (121 - 123), an optimization unit (114) for determining an optimized distribution (V1 - V3) of the vehicles (121 - 123) in the parking facility (100), which comprises an optimized position (POS11 - POS31) for each of the vehicles (121 - 123), in Dependency of the determined number of vehicles (121 - 123) and their respective determined usage profile, and a control unit (116) for causing the vehicles (121 - 123) to move to their respective optimized positions (POS11 - POS31) according to the determined optimized distribution (V1 - V3). Parking facility (100) which provides several parking spaces (105) for autonomously driving vehicles (121 - 123) in a predetermined area (101), and with a parking assistance system (110). claim 10 . parking facility after claim 11 , characterized in that it comprises a type 2 valet parking system. parking facility after claim 11 or 12 , characterized in that it comprises a type 1 valet parking system. Parking facility according to one of Claims 11 until 13 , characterized in that the parking facility (100) comprises a number of service areas (A, B), each of the service areas (A, B) being set up to provide a number of services.

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