EP3308369A1

EP3308369A1 - Method for traffic control in a parking environment

Info

Publication number: EP3308369A1
Application number: EP16720714.1A
Authority: EP
Inventors: Harald Altinger; Florian Schuller
Original assignee: Audi AG
Current assignee: Audi AG
Priority date: 2015-06-11
Filing date: 2016-04-28
Publication date: 2018-04-18
Also published as: CN107735824B; CN107735824A; US10490077B2; US20180350238A1; WO2016198139A1; DE102015007531B3

Abstract

Method for controlling the traffic in a parking environment (2) comprising at least one parking space (23) and used by at least one first group (7) of manually operated, and a second group (8) of automatically operated, traffic participants (10, 11, 12), wherein a central control device (3) is used, wherein by taking into account the current status information of traffic participants (5, 10, 11, 12), as determined by sensors and/or transmitted by traffic participants (5, 10, 11, 12), for each traffic participant (5, 10, 11, 12), instruction information describing the future operation of the traffic participant (5, 10, 11, 12) in a common route planning for all traffic participants (5, 10, 11, 12) using the parking environment (2) is determined and transmitted via a communication link to at least one part of the the traffic participants (5, 10, 11, 12), wherein same is used for outputting information and/or automatically controlling the traffic participant (5, 10, 11, 12).

Description

Method for traffic control in a parking environment

The invention relates to a method for controlling the traffic in a parking environment used by at least one of a first group of manually and a second group of automatically operated road users with at least one parking space, wherein a central control device is used.

The ability to communicate with road users, especially motor vehicles, as well as their increasing design for at least partially automated operation have led to a variety of developments to improve the traffic flow control in parking environments. Thus, for example, automated parking garages have been proposed in which motor vehicles are set in a kind of high-bay warehouse, with motor vehicles are automatically moved to the corresponding parking space within the parking garage after parking in a transfer area in which a central control device of the parking garage controls the traffic of automated vehicles accordingly. To return the motor vehicle this is also automatically moved to the transfer area.

For parking environments in which the road users, in particular motor vehicles, are operated manually, central control devices have also been proposed which allocate parking spaces to newly entering motor vehicles and transmit instruction information that can be used by a navigation system in the motor vehicle to the motor vehicle by means of a communication link. Within the motor vehicle, the instruction information can be used to guide the driver to the appropriate parking space. Finally, it has long been known to influence the parking space occupancy and the travel paths in parking environments by static and / or controllable traffic control devices or traffic control systems. Static traffic control devices may include, for example, signs, controllable traffic control devices, traffic lights and / or barriers. The control can be done manually, by timing and / or in dependence on measurements by built-in sensors, such as occupancy sensors and / or photocells.

The problem here is that whenever a park environment is to be used heterogeneously, ie in particular by manually operated road users (ie a first group of road users) and automatically operated (piloted) road users (ie a second group of road users). The use of piloted road users is not taken into account in current concepts for traffic flow / parking space control and can lead to traffic obstructions, for example, too slow driving or to block traverses due to lack of communication between manually operated and automatically operated road users. An essential aspect of this problem is that the effectiveness of measures for traffic flow / parking management is always dependent on the compliance and interpretation by the drivers of the manually operated vehicles. It is also disadvantageous that in such heterogeneously used parking environments for piloted road users, especially motor vehicles, too long waiting times and the like can occur at peak times.

The invention is therefore based on the object of specifying a traffic control method which improves traffic flow in heterogeneously used parking environments.

To solve this problem, it is provided according to the invention in a method of the type mentioned that, taking into account sensed and / or transmitted by road users current Status information of road users for each road user a the future operation of the road user descriptive instruction information is determined in a common route planning for all the park environment using road users and transmitted via a communication link to at least a portion of the road users, where this is used for information output and / or automated control of the road user becomes.

It is assumed that basically known concepts for traffic flow control in parking environments and given a central system for road users comprehensive coordination of road users in heterogeneous use. As is generally known, sensor data of infrastructure-side and / or motor vehicle-side sensors, in particular of cameras, occupancy sensors and / or light barriers, together with operating data of road users, in particular motor vehicles, which are in particular transmitted by them and among other things a current position and / or a planned Trajectory (planned path), used to obtain in the form of state information, a current image of the current traffic in the park environment. The basis of the traffic control in the method according to the invention is preferably a central, stored in the central control device map of the park environment, which is used as the basis for the route planning within the park environment and creates the possibility of spatially and temporally the situation perception between infrastructure side and traffic participants synchronize. In particular, it is conceivable to reserve areas for the operation of individual road users spatially and temporally, so that consequently a temporally and spatially defined sector-wise occupancy or release can take place within the park environment.

The basic idea is now to pursue a holistic approach in the route planning carried out centrally in the control device, all the road users within the parking environment, in particular the different operating characteristics of the individual Groups, in order to guide manual road users, navigation-assisted road users and automated road users through the parking environment in a time- and distance-optimized way and to ensure the efficient use of parking areas and traffic routes. In particular, in the route planning for piloted road users, special properties and predicted trajectories of the manually operated road users are taken into account as well as the other way round. It is particularly advantageous, which will be discussed in more detail below, although for neither navigation-assisted nor automated operated vehicles some assurance of compliance with the instruction information can be made possible, so that a particularly advantageous embodiment of the invention, the integral control of traffic control facilities, in particular Traffic lights, barriers, display devices and the like, provides, so as to be able to run more efficiently road users who do not have a means of communication for receiving the instruction information.

Thus, the present invention allows efficient planning of traffic flows in parking environments, the reduction of traffic congestion in the Parkumgebungsein- and exits, especially at peak times, the targeted influence / control of the utilization of parking spaces and in a particularly advantageous manner, the reduction of the waiting time to for the storage / provision of automated road users.

It should also be noted at this point that the road users of the first and second groups are preferably motor vehicles and / or the parking environment is a parking garage. Algorithms for optimal and efficient route planning within park environments or in general navigation environments are already widely known in the art and need not be further detailed here, purely for example, with reference to articles by Steven M. LaValle and Seth A. Hutchinson "Optimal Motion Planning for Multiple Robots Having Independent Goals ", IEEE Transactions on Robotics and Automation, Vol. 14, No. 6, 1998, pages 912 to 925, and Anthony Stentz," Optimal and efficient path planning for partially-known environments ", Proceedings IEEE International Conference on Robotics and Automation, 1994, referenced.

A particularly advantageous embodiment of the present invention provides that in the event of a deviation of a road user of a group of received instruction information, the current instruction information for at least one road user of the other group is adjusted, in particular as a function of deviation information describing the deviation. In this way, a kind of feedback within the traffic is possible, so that, for example, due to driving errors in manually operated road users deviations from the original route planning can be responded to quickly. Specifically, it may be provided that, in the case of deviations from a manually or automatically operated road user, a trajectory to be traveled and / or a destination to be approached are adapted for at least one automated or manually operated road user. For example, if a manually operated road user turns wrong, not only its parking space and trajectory to be updated, but it can also be a simple and reliable to be implemented adjustment automatically operated road users, for example, in a now by the manually operated road users occupied time and space were provided. However, it can also be provided that, for example, in the event of a failure of the communication connection to an automatically operated road user, manually operated road users are diverted and the like. It can therefore be sent to a road user of the other group adapted to occurring deviations parking space allocations, adapted trajectories and the like to compensate for the deviations as optimal as possible. It should also be noted at this point that trajectories in the present case can be comprehensively understood as temporal and spatial components, and therefore may also include, for example, waiting times. It is furthermore particularly advantageous if a current spatial operating range of a manually operated road user is blocked for at least one automatically operated road user, in particular if the manually operated road user deviates from the instruction information or if the instruction information is not transferable to the manually operated road user. This is based on the consideration that the reliability with which the manually operated road user follows the instruction information is generally less, since ultimately the driver determines how the road user moves, so that a greater maneuvering space can be provided for manually operated road users. to avoid any necessary redesign of routes for automated road users. Of course, it is also conceivable that for at least one manually operated road user a current spatial operating range of an automatically operated road user is blocked, so that the manually operated road users is not hindered by the automated road users.

In the holistic view of the heterogeneous population of road users in the park environment, further synergies can be exploited. Thus, it can be provided that, in the case of a manually operated road user following at least one trajectory section according to the current instruction information, the instruction information thereof is detected comprehensively as a follow-up request to a follow-on operation. If, therefore, it is determined that a part of the route is the same for an automatically operated and a manually operated road user, the navigation support can be simplified to the effect that the driver of the manually operated road user issues a request for subsequent operation with respect to the automatically operated road user, ie a follow-up request becomes.

In the context of the present invention, it is particularly expedient, as reliably as possible, also for the manually operated road users. To ensure that they follow their instruction information, as this allows an effective, rarely to be adapted traffic flow control within the park environment. It is at least for manually operated road users who receive the instruction information, possible to use within the road user provided traffic participant systems, in particular vehicle systems, to influence the further path of the road user beyond the simple output of navigation instructions (navigation support). For example, in this context, it is conceivable for at least one manually operated road user to have a steering system designed to output a steering torque on a steering handle for outputting an indication torque directed counter to an instructing information. Thus, for example, if a driver wishes to turn right, even though the instruction information provides left turn, then a countersteering torque may be applied to the steering handle, particularly a steering wheel, clearly indicating to the driver that he is acting contrary to the instruction information. This gives drivers of manually operated road users even clearer information on which route to take.

A particularly advantageous embodiment of the present invention provides that for guiding at least one manually operated road user, in particular a road user not trained to receive the instruction information, at least one traffic influencing device of the parking environment is controlled in dependence of the instruction information associated with this road user. In order to more reliably ensure that also manually operated road users, especially those who can not receive the instruction information, follow the instruction information, traffic control systems are used by the central control device in order to steer the road users in the right direction. At least one traffic light and / or at least one barrier and / or at least one information display device, for example a display or the like, can be used as the traffic control system. To this For the first time, it is made possible to use traffic control devices in a park environment which is used heterogeneously so that the manually controlled traffic optimally incorporates into the automatically controlled traffic and a higher reliability of the compliance of the instruction information is achieved with respect to the manually operated road users , If, for example, a driver is not to park on a current parking deck, traffic lights and / or barriers can be closed to corresponding parking spaces. An off-road operator display device can be used to also output navigation instructions to road users who do not have the facilities for receiving the instruction information.

Overall, the optimal information is thus provided at all times through a continuous recording, evaluation and influencing of the traffic flows, in order to guide road users time and distance optimized through a parking environment and to ensure the efficient use of parking areas and traffic routes.

With particular advantage, this approach can be extended to other road users, especially pedestrians. Thus, it can be provided that as a road user also pedestrians are considered as a third group and instruction information is determined for them. Even if also manually operated road users are allowed in a parking environment, it is to be expected that pedestrians who are on their way to or from a parked road user, as a further, third group of road users in the park environment occur in particular Advantageously, also in the holistic view and central traffic flow control, which provides the method according to the invention can be considered. To translate pedestrian instruction information, there are several possibilities.

It can thus be provided that, as a traffic influencing device for guiding a pedestrian, according to a respective instruction formation at least one traffic light and / or at least one barrier and / or at least one Informationsanzeigevorrichtuhg and / or at least one locking device for a door are controlled. In the case of pedestrians, as in the case of manually operated road users, who have no possibility of receiving the instruction information, it may be provided that traffic control devices of the parking environment are activated as a function of the instruction information associated with the pedestrian, whereby locking devices for doors can additionally be taken into account. If, for example, there is a lot of traffic in a parking level, in particular for road users of the second group, pedestrians should not temporarily enter this area, so that a corresponding door leading to this spatial area can be kept locked. It goes without saying that traffic lights, barriers and display devices especially intended for pedestrians can also be used to convey the instruction information to pedestrians and to ensure the coordinated, optimized overall operation as determined in the route planning.

In a particularly advantageous manner, however, it is also possible to provide navigation assistance even with pedestrians, for example, by transmitting the instruction information to the mobile device and used there for information output at a trained to build a communication connection to the central control device mobile device with pedestrian. Applications have already been proposed for mobile devices, for example smartphones, for example under the keyword "Carfinder", which can lead pedestrians to their motor vehicle within parking environments.These applications can also be used within the scope of the present invention to provide instruction information received from the central control device Thus, it can also be achieved that pedestrians, for example, await the passing of a road user of the first or second group and the like. Even with pedestrians, it can of course be provided that in the event of a deviation of a road user of a group of received instruction information, the current instruction information for at least one pedestrian, in particular in addition to an instruction information for at least one road user of the other group, is adapted. For example, a pedestrian may be asked to wait if, surprisingly, a manually operated road user turns wrong and thus enters the area of a predicted trajectory of the pedestrian; Of course it is also possible to redirect the pedestrian to a safer path. Conversely, it is also particularly expedient if a spatial area of a pedestrian, determined in particular as a function of a predicted trajectory of the pedestrian, is blocked for road users of the first and second group. If, therefore, it is provided within the route planning that a pedestrian crosses a certain pedestrian crossing in a certain time range, this spatial area can be blocked for the corresponding time interval (or a time interval derived therefrom) for the manually operated and automatically operated road users, in particular motor vehicles , This significantly increases pedestrian safety.

The classification of road users into groups, as they have been made here, can also be useful in a prioritization of road users. It can therefore be provided that priority groups are allocated to groups of road users, in particular also a third group, wherein the optimization for road users carried out in terms of time and / or route (or route) in the parking environment Group of higher priority value is weighted more heavily than for road users of a group of lower priority value. Specifically, for example, it may be provided that the priority value for the second group is higher than that of the first group and / or the third group and / or, if a third group is provided, the priority value of the third group is lower than that of the first and the second group chosen becomes. For example, it can be ensured that automatically operated road users are quickly taken to their parking space or into the transfer area after the person assigned to the road user has to wait for this period. Furthermore, it is also expedient to prioritize the flow of traffic for motorized road users in principle, since waiting times may be more easily accepted by pedestrians than by drivers of motorized road users.

In the route planning, that is, the determination of the instruction information, of course, driver request data, in particular with regard to the destination can be considered. However, it is also particularly advantageous if the determination of the instruction information takes place as a function of at least one time-related additional information describing an expected traffic. Consequently, in addition to sensor data or operating data of motor vehicles, metadata on the traffic volume can also be taken into account in order to improve optimization in the context of route planning. In this context, it is particularly expedient if the additional information is a statistically determined utilization information of the parking environment, in particular of the parking areas and / or of inlet and outlet paths. For example, the evaluation of corresponding input data, which may originate from the traffic control described here, determines over time time-dependent basic patterns for the utilization of parking areas as well as inlet and outlet paths, which are then present in the central control device and can be included in the optimization step. For example, specifically suitable entry and exit routes in the park environment can be used.

In the context of the invention, therefore, a system can be realized that has the parking environment with the central control device provided there and the road users operated there, and which is designed overall for carrying out the method according to the invention. Further advantages and details of the present invention will become apparent from the embodiments described below and with reference to the drawings. Showing:

Fig. 1 shows schematically a system for carrying out the method according to the invention, and

Fig. 2 sections of a park environment with different traffic situations to explain the method according to the invention.

FIG. 1 shows an overall system 1 in which the method according to the invention can be carried out. A park environment 2 is assigned a central control device 3, which can receive sensor data of a sensor system 4 of the parking environment 2 as well as operating data from communication users 5 who are operated within the parking environment 2. In this case, different types of communication can be used, with preference for communication between road users 5 and the controller 3 as communication links Wi-Fi connections or mobile connections can be used. Of course, other communication standards can be used. The control device 3 is furthermore designed to control traffic-influencing devices 6, comprising barriers, traffic lights, display devices and locking devices for doors.

A special feature of the park environment 2 is that different groups 7, 8, 9 of road users can use them. The first group 7 of road users 5 comprises manually operated road users 10, 11, who are again differentiated into manually operated road users 10, who communicate with the control device 3, and manually operated road users 11, who can not communicate with the control device 3. The second group 8 contains automatically operated (piloted) road users 12, in this case likewise motor vehicles which are automatically switched to a parking garage via corresponding vehicle systems. can be spent within the parking area 2 or to a transfer area as a pick-up area. After within the parking environment 2 manually operated road users 10, 11, can be turned off or put into operation, as a third group 9 of road users 5 also pedestrians 13, 14 to be considered, again distinguishing between pedestrians 13, which is a mobile device 15 with an application to navigate within the park environment 2, and pedestrians 14, which do not use such a mobile device 15 is distinguished.

Via the infrastructure-side sensors 4 (cameras, occupancy sensors, light barriers, etc.), all road users 5 within the parking environment are detected and tracked; Further traffic-related status information can be obtained by communication of road users 5 with the control device 3 as operating data, which in particular may include information about the position, the current movement and the planned trajectory. A highly accurate, digital map of the parking environment 2 is stored in a memory device of the central control device 3 and is used to spatially order the position and movement information in the parking environment 2. It can also be done by the control device 3, a prediction of the future movement of road users 5.

With the state information thus present in the central control device 3, an optimal movement planning for all road users 5 can be carried out at any time, the central map not only being used as the basis for the route calculation, but also for the spatial and temporal synchronization of the situation perception between the infrastructure side and on-board systems. It is essential that in the route planning, the information of all other road users 5 can be considered to determine instruction information for all road users 5, the route planning also considers the affiliation of road users 5 to different groups 7, 8 and 9, for example, by operating manually Benen traffic participants 10, 11 a larger maneuvering space is granted and the like. In particular, however, the groups 7, 8 and 9 are assigned priority values which in the optimization step determine the weighting with which the path and duration of the movement through the parking environment 2 is optimized for the corresponding group 7, 8, 9. In the present case, the time and route optimization for the road users 12 of the second group 8 is regarded as the most important; Subordinated here are the time and route optimizations of the road users 10, 11 of the first group 7 and the pedestrians 13, 14 of the third group 9, for which the priority value is set the lowest, because due to the slower overall scale of the movement delays and minor detours than on appear most tractable.

Instruction information describes the role of individual road users 5 in the optimized-coordinated traffic flow control. For the best possible implementation of route planning, the various types of road users are now influenced by suitable controls. The piloted road users 12 of the second group 8, for example, desired trajectories are transmitted as instruction information, which are implemented accordingly in driving interventions. For the road users 10 of the first group 7 and the pedestrians 13, a navigation support is performed by outputting information on the desired trajectory, which can be implemented manually by the driver or pedial by the pedestrian 13. However, the reliability of instruction information for road users 5 who are not communicating with the control device 3, in this case the road users 11 and the pedestrians 14, can also be increased by using the traffic control devices 6 accordingly, in order to also include the road users 11 and the pedestrians 14 according to the instruction information to lead. In the present case, the navigation support is thereby further improved (road users 10 and pedestrians 13).

If it is determined based on the state information that a road user 5 deviates from the instruction information, adjustments For example, if a manually operated road user 10, 11 of the first group 7 bends incorrectly, an automatically operated road user 12 of the second group 8 can be correspondingly redirected on the basis of an updated target trajectory.

It is also expedient to block certain spatial areas for time intervals in general for route planning or for members of certain groups 7, 8, 9, for example in order to prevent obstruction of manually operated road users 10, 11 by automatically operated road users 12 and / or safety of pedestrians 13, 14.

As a result of continuous detection, evaluation and influencing of the traffic flows, the optimal instruction information can thus be provided at any time in order to guide the road users 5 through the parking environment 2 in a time-optimized and distance-optimized manner. The efficient use of parking areas and traffic routes is thus ensured.

It should be noted at this point that, of course, driver requests and additional information can be considered in the route planning. Additional data may relate to the time-dependent, statistical utilization of the parking environment or the traffic volume in order to further improve the optimization.

FIG. 2 shows a schematic, simplified view of the parking environment 2, wherein in the present case two floors 16, 17 of a parking garage are shown. Illustrated infrastructure facilities are merely exemplary and may, of course, be present in greater numbers, which applies in particular to the exemplary indicated cameras 18, traffic lights 19, barriers 20 and light barriers 21. The projectiles 16, 17 are connected by a ramp 22. Parking spaces 23 are shown via corresponding markings; thicker markings 24 indicate exemplary pedestrian crossings. In the following, various traffic situations to be seen will now be explained. A manually operated motor vehicle 25 is currently waiting at a traffic light 19 as a traffic control device 6. This is due to the fact that currently the automated motor vehicle 26 uses the ramp 22. The automatically operated motor vehicle 26 is prioritized higher. Its instruction information includes the planned setpoint trajectory 27, and, moreover, the path 28 traveled in the past is also shown illustratively.

As can be seen from the used in the past way 29 of the motor vehicle 25, this has not used the main traffic route, but an alternative way, for example, to bypass a shunting further road users 5 or indemnify the main traffic route for automated road users 12 of the second group 8, which , as explained, are prioritized higher.

At the same time, another manually operated, navigation-assisted motor vehicle 30 and a motor vehicle 31 driven in advance are shown. After a trajectory portion for the motor vehicles 30, 31 included in the instruction information is identical, the motor vehicle 30 has been given a follow-up request as part of the instruction information to follow the motor vehicle 31 via the trajectory portion to simplify the navigation assistance.

Fig. 2 also shows a pedestrian 32 currently using a pedestrian crossing. A spatial area 33 around the pedestrian 32 is marked; In addition, his predicated movement 34 is indicated. Area 33 is temporarily blocked for route planning and may not be used by motor vehicles.

Claims

P A T E N T A N S P R U C H E

Method for controlling traffic in a parking environment used by at least a first group (7) of manually operated road users (10, 11, 12) and a second group (8) of automated road users (10, 11, 12).

(2) with at least one parking space (23), with a central control device

(3) is used,

characterized,

that taking into account current status information of the road users (5, 10, 11, 12) determined by sensors and/or transmitted by road users (5, 10, 11, 12), the future operation is determined for each road user (5, 10, 11, 12). Instruction information describing the road user (5, 10, 11, 12) is determined in a common route planning for all road users (5, 10, 11, 12) using the parking area (2) and sent to at least some of the road users (5, 10) via a communication connection , 11, 12), where this is used for information output and/or automated control of the road user (5, 10, 11, 12).

Method according to claim 1,

characterized,

that if a road user (5, 10, 11, 12) of a group (7, 8, 9) deviates from received instruction information, the current instruction information for at least one road user (5, 10, 11, 12) of the other group (7, 8, 9) is adapted, in particular depending on deviation information describing the deviation.

Method according to claim 2,

characterized,

that in the event of deviations on the part of a manually or automatically operated road user (10, 11, 12) a trajectory to be driven and/or a destination to be reached can be adapted for at least one automated or manually operated road user (12, 10, 11).

4. Method according to one of the preceding claims,

characterized,

that a current spatial operating area of a manually operated road user (10, 11) is blocked for at least one automatically operated road user (12), in particular if the manually operated road user (10, 11) deviates from the instruction information or if the instruction information cannot be transmitted to the manually operated road user Road users (10, 11).

5. Method according to one of the preceding claims,

characterized,

in that for a manually operated road user (10, ) following an automated road user (12) for at least one trajectory section according to the current instruction information, his instruction information is comprehensively determined as a follow-up request recommending a subsequent operation.

6. Method according to one of the preceding claims,

characterized,

in that for at least one manually operated road user (10, 11), a steering system designed to output a steering torque on a steering handle is designed to output an advisory torque that is opposite to a steering process that conflicts with instruction information.

7. Method according to one of the preceding claims,

characterized,

that to guide at least one manually operated road user (10, 11), in particular one that is not able to receive the instructions The road user (11) trained by the road user (11), at least one traffic control device (6) in the parking area (2) is controlled depending on the instruction information assigned to this road user (10, 11).

8. Method according to claim 7,

characterized,

that at least one traffic light (19) and/or at least one barrier (20) and/or at least one information display device are used as the traffic control device (6).

9. Method according to one of the preceding claims,

characterized,

that pedestrians (13, 14) are also taken into account as road users (5) as a third group (9) and instruction information is determined for them.

10. Method according to claim 9,

characterized,

in that at least one traffic light (19) and/or at least one barrier (20) and/or at least one information display device and/or at least one locking device for a door are controlled as a traffic control device (6) for guiding a pedestrian in accordance with instruction information relating to the pedestrian.

11. Method according to claim 9 or 10,

characterized,

that in the case of a mobile device (15) carrying a pedestrian (13) designed to establish a communication connection to the central control device (3), the instruction information is transmitted to the mobile device (15) and used there to output information.

12. Method according to one of claims 9 to 11,

characterized,

that if a road user (5, 10, 11, 12) of a group (7, 8) deviates from received instruction information, the current instruction information for at least one pedestrian (13, 14), in particular in addition to instruction information for at least one road user (5 , 10, 11, 12) of the other group (7, 8) is adapted and/or a spatial stay area (33) of a pedestrian (13, 14) determined in particular depending on a predicted trajectory of the pedestrian (13, 14). Road users (5, 10, 11, 12) of the first and second groups (7, 8) are blocked.

13. Method according to one of the preceding claims,

characterized,

that groups (7, 8, 9) of road users (5, 10, 11, 12), in particular also the third group (9), are assigned priority values, the time and/or the route in the park environment (2) being related , optimization carried out when determining the instruction information for road users (5, 10, 11, 12) of a group (7, 8, 9) with a higher priority value is weighted more heavily than for road users (5, 10, 11, 12) of a group (7, 8, 9) lower priority value.

14. Method according to claim 13,

characterized,

that the priority value for the second group (8) is higher than that of the first group (7) and/or the third group (9) and/or, if a third group (9) is provided, the priority value of the third group (9) lower than that of the first and second groups (7, 8).

15. Method according to one of the preceding claims,

characterized, that the instruction information is determined depending on at least one time-related additional information describing expected traffic.

16. Method according to claim 15,

characterized,

that the additional information is statistically determined utilization information of the parking area (2), in particular the parking areas and/or entry and exit paths.