JP2016006605A - Parking management device, computer program, and parking management device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit congestion when a parked vehicle leaves a parking area.SOLUTION: The parking management device for managing parking of vehicles in a parking area, includes an acquisition section that acquires leaving schedule information as information related to a schedule of a vehicle leaving the parking area; and a control section that predicts a congestion state of an exit of the parking area on the basis of the acquired leaving schedule information and outputs a command to transmit information prompting to an occupant of the vehicle, the leaving state of which is predicted to be congested, to change the leaving schedule information.

Description

  The present invention relates to a parking management device, a computer program, and a parking management method.

Currently, development of automatic driving technology for automobiles is actively performed. Although it is difficult to clearly classify automatic driving of automobiles, it can be roughly divided into support driving in which a vehicle control system supports driving by a passenger and autonomous driving capable of completely unattended driving.
There are various types of assisted driving, for example, control that travels along the road (Patent Document 1), and control the amount of operation of the accelerator and brake so that the command vehicle speed is achieved (Patent Document 2). There is one that performs control to maintain the inter-vehicle distance from the preceding vehicle (Patent Document 3).

  As a conventional example of autonomous driving, there is a technique described in Patent Document 4, for example. In this conventional autonomous driving, the vehicle is driven along the route searched by the navigation system, and the behavior of surrounding objects sensed by sonar during the traveling is predicted to avoid the object that is likely to perform the predicted behavior. The operation to perform is performed on the own vehicle.

JP 2011-162132 A JP 2013-244838 A JP 2014-046748 A Special table 2013-544696 gazette

As the development of automated driving technology progresses, the presence rate of vehicles with support driving and vehicles with autonomous driving will increase compared to conventional vehicles with manual driving. For example, the following parking lots will be provided. Is expected.
For example, as shown in FIG. 22, it is expected that a conventional parking lot 210 where a manually driven vehicle or a support driving vehicle parks and a dedicated parking lot 220 where only an unmanned autonomous driving vehicle parks are provided. .

  In the conventional parking lot 210, it is necessary to provide a passage 212 for a vehicle 211 for manual driving and assist driving to search for an empty parking space. However, if the autonomous driving vehicle 221 parked in the dedicated parking lot 220 is travel-controlled so as to be parked in an empty parking space in advance, it is not necessary to provide the passage 212 in the dedicated parking lot 220. There is an advantage that a larger number of parking spaces can be formed than the parking lot 210.

  On the other hand, if many vehicles are parked in the parking lot, for example, the number of vehicles to be delivered increases depending on the time zone, and it is conceivable that the exit of the parking lot is crowded with vehicles to be delivered. When such congestion occurs, it takes time until the vehicle is delivered, which increases the dissatisfaction of the passengers of the vehicle and is not preferable in terms of parking management.

  This invention is made | formed in view of such a situation, and it aims at enabling it to suppress the congestion when the parked vehicle leaves.

  The parking management device according to an aspect of the present invention is a parking management device that manages parking of a vehicle in a parking area, and an acquisition unit that acquires exit schedule information that is information related to an exit schedule of the vehicle, and the acquired Based on the departure schedule information, predicting the congestion situation at the exit of the parking area, a control unit that outputs a command to transmit information prompting the change of the departure schedule information to the passenger of the vehicle predicted to be crowded, It is a parking management apparatus provided with.

  The computer program which concerns on 1 aspect of this invention is a computer program for functioning a computer as the said parking management apparatus.

  The parking management method which concerns on 1 aspect of this invention is a parking management method which manages the parking of the vehicle in a parking area, Comprising: The step which acquires the outgoing schedule information which is the information regarding the outgoing schedule of the said vehicle, The acquired said outgoing Based on the schedule information, predicting the congestion status of the exit of the parking area, outputting a command for transmitting information prompting the change of the delivery schedule information to the passenger of the vehicle predicted to be crowded, Is a parking management method.

  According to the present invention, congestion when a parked vehicle leaves can be suppressed.

It is a perspective view which shows an example of the parking lot which employ | adopted the parking management system which concerns on embodiment of this invention. It is explanatory drawing of the combination of the communication main body in a radio | wireless communications system. It is a block diagram which shows the structural example of the management system of a parking lot. It is a block diagram which shows the structural example of the control system of an autonomous driving vehicle. It is a block diagram which shows the structural example of the control system of assistance driving vehicle. It is a block diagram which shows the structural example of the control system of a manually operated vehicle. It is a block diagram which shows the structural example of a portable terminal. It is explanatory drawing which shows an example of the frame format of a communication frame. It is a flowchart of the information transmission control which a mobile communication apparatus performs. It is a flowchart of the warehousing management control which a management apparatus performs. It is a flowchart of the delivery management control which a management apparatus performs. It is a flowchart of the evacuation process of the other vehicle which a management apparatus performs. It is a flowchart of the re-parking process of the other vehicle which a management apparatus performs. It is a flowchart of the congestion prediction process of the exit which a management apparatus performs. It is a table | surface which shows an example of the congestion prediction process of the exit which a management apparatus performs. It is explanatory drawing which shows an example of the screen which urges | changes the leaving schedule information displayed on a portable terminal when an allowable delay time is more than predetermined value. FIG. 17 is an explanatory diagram illustrating an example of a screen displayed when “delay delivery” is selected on the screen of FIG. 16. FIG. 17 is an explanatory diagram illustrating an example of a screen that is displayed when “change a scheduled exit for exit” is selected on the screen of FIG. 16. FIG. 17 is an explanatory diagram illustrating an example of a screen displayed when “Exit as scheduled” is selected on the screen of FIG. 16. It is explanatory drawing which shows an example of the screen which urges | changes the leaving schedule information displayed on a portable terminal when the allowable delay time is less than predetermined value. FIG. 21 is an explanatory diagram illustrating an example of a screen displayed when “delay delivery” is selected on the screen of FIG. 20. It is a top view which shows the conventional parking lot and the exclusive parking lot where only an unmanned autonomous driving vehicle parks.

[Description of Embodiment of the Present Invention]
First, the contents of the embodiment of the present invention will be listed and described.
(1) A parking management apparatus according to an embodiment of the present invention is a parking management apparatus that manages parking of a vehicle in a parking area, and acquires an exit schedule information that is information related to an exit schedule of the vehicle; Control that predicts the congestion situation at the exit of the parking area based on the acquired exit schedule information and outputs a command to transmit information prompting a change of the exit schedule information to a passenger who is predicted to be congested A section.

  According to the parking management device configured as described above, the control unit predicts the congestion situation at the exit of the parking area based on the departure schedule information of each vehicle, and issues the vehicle to the vehicle passenger predicted to be crowded. Send information that prompts you to change the schedule information. Therefore, when a passenger who is prompted to change the departure schedule information changes, for example, the scheduled departure time of the vehicle, the scheduled departure time of each vehicle varies, and congestion when a parked vehicle leaves can be suppressed. it can.

(2) In the parking management device, the departure schedule information includes a scheduled departure time of the vehicle, and the control unit changes the scheduled departure time for a passenger of the vehicle that is predicted to be congested. It is preferable to output a command to transmit information for prompting.
In this case, since the control unit executes the above-described control, when the passenger who is prompted to change the scheduled departure time changes the scheduled departure time, the scheduled departure time of each vehicle varies, and the parked vehicles are released. Congestion can be suppressed.

(3) In the parking management device, the exit schedule information includes an exit exit of the vehicle among a plurality of exits formed in the parking area, and the control unit acquires the exit schedule. Based on the information, it is preferable to predict the congestion situation for each exit, and output a command to transmit information prompting the passenger of the vehicle scheduled to leave from the exit predicted to be crowded to change the exit scheduled exit. .
In this case, since the control unit executes the above-described control, the passengers who are prompted to change the planned exit exit change the planned exit exit. Congestion can be suppressed.

(4) In the parking management device, the leaving schedule information includes an allowable delay time with respect to the scheduled leaving time of the vehicle, and the control unit has a predetermined allowable delay time of the acquired leaving schedule information. When the value is equal to or greater than the value, it is preferable to output a command for transmitting information suggesting that the scheduled delivery time is delayed to the passenger of the vehicle having the allowable delay time.
In this case, since the control unit proposes to delay the scheduled departure time for the passenger of the vehicle whose allowable delay time with respect to the scheduled departure time is a predetermined value or more, there is a possibility that this passenger will delay the scheduled departure time. As a result, it is possible to effectively vary the scheduled delivery times of the vehicles.

(5) In the parking management device, the leaving schedule information includes an allowable delay time with respect to the scheduled leaving time of the vehicle, and the control unit has a predetermined allowable delay time of the acquired leaving schedule information. When the value is less than the value, it is preferable to output a command to transmit information suggesting that the scheduled delivery time is advanced to the passenger of the vehicle having the allowable delay time.
Here, the “predetermined value” includes the same value as the “predetermined value” in the above (4) and the case of a different value.
In this case, the control unit proposes to advance the scheduled departure time for the passenger of the vehicle whose allowable delay time with respect to the scheduled departure time is less than the predetermined value, so that this passenger can advance the scheduled departure time of the vehicle. Therefore, the scheduled delivery time of each vehicle can be effectively dispersed.

(6) In the parking management device, it is preferable that the control unit grants a privilege to the passenger who changes the scheduled departure time according to the proposed information.
In this case, since the control unit executes the above-described control, the possibility that the passenger who has been consulted with the above proposal changes the scheduled departure time of the vehicle is further increased, and the scheduled departure time of each vehicle can be effectively dispersed. be able to.

(7) In the parking management device, the control unit may grant a privilege to the passenger who has changed the planned exit for exit in accordance with information prompting the change of the planned exit exit.
In this case, since the control unit executes the above-described control, the possibility that the passenger who is prompted to change the planned exit is increased, and the planned exits of each vehicle are effectively dispersed. You can make it.

(8) In the parking management device, the control unit calculates a necessary number of vehicles necessary to eliminate the predicted congestion state, and is greater than the required number of vehicles among passengers of vehicles predicted to be crowded. It is preferable to output a command to transmit information prompting to change the shipping schedule information to a number of passengers.
In this case, the control unit transmits information prompting the change of the departure schedule information to a predetermined number of passengers more than the necessary number of vehicles necessary for eliminating the predicted congestion situation. For example, when the person changes the scheduled delivery time of the vehicle, the predicted congestion situation can be effectively eliminated.

(9) A computer program according to an embodiment of the present invention from another viewpoint is a computer program for causing a computer to function as the above-described parking management device. Therefore, the computer program of this embodiment has the same operation effect as the above-mentioned parking management device.

(10) The parking management method of this embodiment is a parking determination method executed in the above-described parking management device. Therefore, the parking management method of this embodiment has the same operational effects as the above-described parking management device.

[Details of the embodiment of the present invention]
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
<Definition of terms>
In describing the details of the present embodiment, first, terms used in the present embodiment are defined.
“Moving object”: A general term for objects passing through accessible areas such as public roads, private roads, and parking lots. The mobile body of this embodiment includes a “vehicle” and a “passenger” described later.

“Vehicle”: A vehicle that can travel on the road. Specifically, it means a vehicle under the Road Traffic Act. Vehicles under the Road Traffic Law include automobiles, motorbikes, light vehicles, and trolley buses.
In this embodiment, the term “vehicle” includes all of “autonomous driving vehicle”, “support driving vehicle”, and “manual driving vehicle” described later.

  “Passenger”: A person boarding the vehicle. In the present embodiment, it is assumed that the passenger can wirelessly communicate with another wireless communication device using a “mobile terminal” described later.

“Wireless communication device”: a device that has a communication function for wirelessly transmitting and receiving a predetermined communication frame and is a main body of wireless communication. The wireless communication device of this embodiment includes a “roadside communication device” and a “mobile communication device” which will be described later.
“Roadside communication device”: A wireless communication device installed on the roadside. In this embodiment, it refers to a wireless communication device that can independently execute local wireless communication with an in-vehicle communication device.

“Mobile communication device”: A wireless communication device mounted on a mobile body (in the case of a passenger, “mobile”). The mobile communication device of the present embodiment includes an “in-vehicle communication device” and a “portable terminal” which will be described later.
“In-vehicle communication device”: A wireless communication device that is permanently or temporarily mounted on a vehicle.
“Portable terminal”: A wireless communication device carried by a passenger of a vehicle. Specifically, mobile phones, smartphones, tablet computers, laptop computers, and the like fall under this category.
“Management device”: A computer device that integrally manages one or more managed devices. Specifically, the management apparatus according to the present embodiment includes a server computer that manages managed devices including one or a plurality of roadside communication devices.

"Manual driving": A vehicle occupant performs all driving of the host vehicle. That is, this is a contrast concept of “automatic driving”, which will be described later, and refers to driving in which the subject of basic operations such as acceleration / deceleration and steering are all passengers.
“Automatic driving”: The vehicle control system automatically performs part or all of the driving of the host vehicle based on the sensing results of various sensors of the vehicle. The automatic driving of the present embodiment includes “support driving” and “autonomous driving” described later.

“Assisted driving”: This means that the vehicle control system automatically performs part of the driving of the host vehicle based on the sensing results of the various sensors of the vehicle to assist the passenger in driving the host vehicle. Support by the vehicle control system includes automatic intervention of deceleration or direction change, alerting passengers by voice or screen display, and the like.
"Autonomous driving": The vehicle control system automatically performs all driving of the host vehicle based on the sensing results of various sensors of the vehicle. Therefore, in autonomous driving, the subject of basic operations such as acceleration / deceleration and steering is not a passenger (human) but a vehicle control system.

“Manually driven vehicle”: A vehicle having a control system that supports only manual driving.
“Automatic driving vehicle”: a vehicle having a control system capable of automatic driving.

“Assisted driving vehicle”: A vehicle having a control system capable of supporting driving. In the present embodiment, it is assumed that the support driving vehicle can be switched between the support driving and the manual driving.
“Autonomous vehicle” means a vehicle having a control system capable of autonomous driving. In this embodiment, it is assumed that the autonomous driving vehicle can be switched to any one of autonomous driving, support driving, and manual driving.

<Overall configuration>
FIG. 1 is a perspective view showing an example of a parking lot 2 that employs a parking management system according to an embodiment of the present invention.
In the example of FIG. 1, a building 1 which is a store facility such as a shopping center is installed from the north side of the site surrounded by the fence 3, and the majority of the building 1 south side in the site is a parking lot 2. Yes.

The fence 3 on the west side of the parking lot 2 is provided with an entrance 4 and an exit 5A, and the fence 3 on the east side of the parking lot 2 is provided with an exit 5B. The fence 3 that partitions the plaza around the building 1 and the parking lot 2 is provided with an entrance 6 through which the vehicle 20 and its passenger 24 enter and exit from the plaza toward the parking lot 2.
The parking area in the parking lot 2 is divided into two types of areas, a mixed area 8 and a dedicated area 9.

The mixed area 8 is an area in which all the vehicles 20 can be parked regardless of the operation type of the vehicle 20, that is, manual operation or automatic operation, and occupies most of the center of the site.
In the example of FIG. 1, six parking areas 11 having parking spaces for ten cars are provided in the mixed area 8. The space between the parking sections 11 and the space between the parking section 11 and the fence 3 serve as a passage 12 through which the vehicle 20 and the passenger 24 pass through the mixed area 8.

  The dedicated area 9 is a parking area prepared exclusively for the unmanned autonomous driving vehicle 21, and is provided from the south side of the parking lot 2. The dedicated area 9 is divided into a dedicated general area 9A where a general vehicle can be parked and a dedicated large area 9B where a large vehicle can be parked.

In the example of FIG. 1, one parking section 13 having parking spaces for 37 vehicles is provided in the dedicated general area 9A. One large parking area 14 having a parking space for eight large vehicles is provided in the dedicated large area 9B. The dedicated area 9 is not provided with a passage for the autonomous driving vehicle 21 and the passenger 24 to pass through.
The dedicated area 9 is isolated from the mixed area 8 by the fence 3. The fence 3 that divides the dedicated area 9 is provided with a dedicated entrance 7 through which the autonomously driven vehicle 20 enters and exits from the mixed area 8 toward the dedicated area 9.

The parking lot 2 is further provided with a roadside communication device 31 and a monitoring camera 33.
The roadside communication device 31 is installed on a support column that is erected at an appropriate place in the parking lot 2. In the example of FIG. 1, the roadside communication device 31 is classified into the following three types of roadside communication devices 31 </ b> A to 31 </ b> C according to the difference in installation position.

Roadside communication device 31A: Roadside communication device 31 installed at entrance 4, exits 5A, 5B and entrance 6
Roadside communication device 31B: Roadside communication device 31 installed at the exclusive entrance 7
Roadside communication device 31C: Roadside communication device 31 installed at the intersection of the passage 12
In addition, in this embodiment, when explaining the common matter of each roadside communication apparatus 31A-31C, it describes as "the roadside communication apparatus 31" using those common code | symbol "31".
The surveillance camera 33 is installed on a column that is erected in the northwest corner of the parking lot 2.

A management room 15 is installed on the east side of the building 1. A management device (parking management device) 38 is accommodated in the management room 15.
The management device 38 is connected to the router 37 via a communication line (broken line in FIGS. 1 and 3). Various managed devices 31 and 33 in the parking lot 2 are also connected to the router 37 via a communication line (see FIG. 3). Therefore, the management device 38 and the management target devices 31 and 33 are connected via the router 37 so that wired communication is possible.

The communication between the management device 38 and the management target devices 31 and 33 may be wireless communication using a communication standard such as a wireless LAN (Local Area Network).
The structures and arrangements inside the building 1 and the parking lot 2 shown in FIG. 1 are merely examples, and the structures and arrangements are not limited to those shown in FIG.

<Combination of communication subjects of wireless communication system>
FIG. 2 is an explanatory diagram of combinations of communication subjects in the wireless communication system.
In the wireless communication system of this embodiment, in the parking lot 2 shown in FIG. 1, the roadside communication device 31, the in-vehicle communication device 54 of the vehicle 20, and the portable terminal 70 of the passenger 24 each have a communication frame (see FIG. 7) to exchange data by wireless communication.

Therefore, when the wireless communication system of this embodiment is distinguished by the difference in communication main body, there are three types of “road-to-vehicle communication”, “road-to-step communication”, and “vehicle-to-vehicle communication” shown in FIG. The contents of each communication are simply defined as follows.
Road-to-vehicle communication: wireless communication between the roadside communication device 31 and the vehicle-mounted communication device 54 of the vehicle 20 Roadstep communication: wireless communication between the roadside communication device 31 and the portable terminal 70 of the passenger 24 Vehicle-to-vehicle communication: vehicle 20 Communication between the in-vehicle communication device 54 and the portable terminal 70 of the passenger 24

As a multiple access system in which the above three types of communication coexist, frequency division multiplexing (FDMA), code division multiple access (CDMA), or the like can be employed.
When the priority of transmission by the roadside communication device 31 is improved, a multi-access method in conformity with the “700 MHz band intelligent transportation system standard (ARIB STD-T109)” may be adopted. In this embodiment, it is assumed that this method is adopted.

In the multi-access scheme of the above-mentioned standard, a dedicated time slot transmitted by the roadside communication device 31 is assigned by a TDMA (Time Division Multiple Access) scheme, and a time slot other than the roadside dedicated time slot is assigned to a CSMA / CA (Carrier Sense Multiple Access). / Collision Avoidance) is a method assigned to vehicle-to-vehicle communication.
In the present embodiment, the mobile terminal 70 also performs wireless communication by the CSMA / CA method in a time zone other than the time slot dedicated to the roadside, like the vehicle-mounted communication device 54.

<Configuration of parking management system>
FIG. 3 is a block diagram illustrating a configuration example of the management system 30 for the parking lot 2.
As shown in FIG. 3, the management system 30 includes a roadside communication device 31, a monitoring camera 33, a router 37, and a management device 38.
The roadside communication device 31 includes a communication unit 81, a control unit 82, a storage unit 83, and an antenna 84. The communication unit 81 includes a communication interface having functions of wireless communication and wired communication.

Therefore, the communication unit 81 converts the RF signal received from the antenna 84 into a digital signal and outputs the digital signal to the control unit 82, converts the digital signal input from the control unit 82 into an RF signal, and transmits the RF signal from the antenna 84.
The communication unit 81 converts the analog signal received from the management device 38 into a digital signal and outputs the digital signal to the control unit 82. The communication unit 81 converts the digital signal input from the control unit 82 into an analog signal and transmits the analog signal to the management device 38. To do.

The control unit 82 includes a known CPU, RAM, ROM, and the like. The control unit 82 reads out and executes the computer program stored in the storage unit 83 and controls the overall operation of the roadside communication device 31.
The storage unit 83 includes a hard disk, a nonvolatile memory, and the like, and stores various computer programs and data.

The control executed by the control unit 82 includes relay control for the communication unit 81. For example, the control unit 82 transfers the communication frame received by the communication unit 81 to the management device 38.
In addition, when the communication unit 81 receives a management frame storing information to be notified to all customers from the management device 38, the control unit 82 causes the communication unit 81 to wirelessly transmit the received management frame.

The monitoring camera 33 is composed of a video camera that takes a moving image inside the parking lot 2. The surveillance camera 33 transmits image data of the captured video to the communication unit 91 of the management device 38.
The control unit 88 of the management device 38 temporarily stores the image data received by the communication unit 91 in the storage unit 93 and displays it as a live video on the monitor of the output unit 94.

The management device 38 includes a control unit (management control unit) 88 and an input / output interface 90 that are communicably connected via an internal bus 89, a communication unit (acquisition unit) 91 connected to the interface 90, a drive 92, A storage unit 93, an output unit 94, and an input unit 95 are provided.
The control unit 88 includes a known CPU, RAM, ROM, and the like. The control unit 88 reads and executes the computer program stored in the storage unit 93 and controls the overall operation of the management device 38.

The storage unit 93 includes a hard disk, a nonvolatile memory, and the like, and stores various computer programs and data. The input unit 95 includes a keyboard, a mouse, and a voice microphone, and the output unit 94 includes a display and a speaker.
The communication unit 91 includes a network interface. The communication unit 91 configures a wired LAN with each roadside communication device 31 connected to the router 37. The communication unit 91 can also perform data communication with the monitoring camera 33.

The drive 92 drives a disk recording medium such as a CD or a DVD, and can read and write predetermined data on the disk.
The computer program executed by the control unit 88 may be a computer program written on the disk.

The control executed by the control unit 88 includes, in addition to the above-described control for the respective management target devices 31 and 33, warehousing and leaving management control using communication frames received from the roadside communication device 31 and the portable terminal 70 (FIG. 10). 13), exit congestion prediction processing (see FIG. 14), exit schedule information change processing (see FIGS. 16 to 21), and the like.
Further, when there is information to be notified to all customers, the control unit 88 generates a management frame storing the information, and causes the communication unit 91 to broadcast-transmit the generated management frame to each roadside communication device 31. .

<Vehicle configuration>
(For autonomously driven vehicles)
FIG. 4 is a block diagram illustrating a configuration example of the control system 50 of the autonomous driving vehicle 21.
As shown in FIG. 4, the control system 50 of the autonomous driving vehicle 21 is connected to a central control unit (operation control unit) 51 and an input / output interface 53 that are communicably connected via an internal bus 52, and the interface 53. The vehicle-mounted communication device 54, the traveling control unit 55, the steering control unit 56, the navigation unit 57, the first sensor 58, and the second sensor 59 are provided.

The central control unit 51 includes a known ECU (Engine Control Unit), and has a storage device (not shown) therein. The central control unit 51 reads out and executes the computer program stored in the storage device, and controls the overall operation of the control system 50.
The in-vehicle communication device 54 includes a communication unit 104, a control unit 105, a storage unit 106, and an antenna 107. The communication unit 104 includes a communication interface having a wireless communication function with the outside and a communication function within the system.

Accordingly, the communication unit 104 converts the RF signal received from the antenna 107 into a digital signal and outputs the digital signal to the control unit 105, converts the digital signal input from the control unit 105 into an RF signal, and transmits the RF signal from the antenna 107.
In addition, the communication unit 104 outputs the control signal received from the central control unit 51 to the control unit 105 and transmits the control signal input from the control unit 105 to the central control unit 51.

The control unit 105 includes a known CPU, RAM, ROM, and the like. The control unit 105 reads out and executes the computer program stored in the storage unit 106 and controls the overall operation of the in-vehicle communication device 54.
The storage unit 106 includes a hard disk, a nonvolatile memory, and the like, and stores various computer programs and data. The storage unit 106 stores a vehicle ID that is identification information of the host vehicle. The vehicle ID is, for example, a numerical value generated by a random number generator when the engine is started.

The control executed by the control unit 105 includes an information transmission process (see FIG. 9) for transmitting a communication frame (see FIG. 8) storing the current state information of the control system 50 to the outside.
Specifically, the control unit 105 collects current identification information to be stored in the storage areas A1 to A7 defined in FIG. 8 from each unit in the control system 50, and temporarily stores the identification information in the storage unit 106. Remember me. Then, a communication frame storing the stored identification information is generated, and the generated communication frame is wirelessly transmitted to the communication unit 104.

The travel control unit 55 is a control unit that has jurisdiction over all control related to travel of the vehicle 20.
The control performed by the travel control unit 55 includes, for example, acceleration / deceleration control that adjusts the number of revolutions of the engine, electric motor, etc. according to the amount of depression of the accelerator pedal, and adjustment of hydraulic pressure of the hydraulic brake according to the amount of depression of the brake pedal Braking control to be performed, shift control to a torque converter, and the like are included.

The steering control unit 56 is a control unit that has jurisdiction over all control related to the steering of the vehicle 20.
The control performed by the steering control unit 56 includes, for example, direction control for adjusting the steering angle of the front wheels according to the amount of rotation of the steering wheel, lamp control for controlling blinking of lamps such as a direction indicator, and sudden braking. This includes ABS (Antilock Brake System) control that prevents the tire from locking and maintains a steerable state.

The navigation unit 57 includes a route search unit composed of a computer device that searches for an optimum route when the host vehicle passes to the destination, an operation unit for inputting to the route search unit, and a route that is the calculation result as an image or sound. And a display for guiding the passenger 24 and a speaker.
In general, the route search unit calculates a minimum cost route that minimizes the link cost by a specific route search logic. As the route search logic, for example, the Dijkstra method or the potential method is used.

The navigation unit 57 includes a time synchronization function for acquiring the current time from the GPS signal, a position detection function for measuring the current position (latitude, longitude, and altitude) of the host vehicle from the GPS signal, and an azimuth and angular velocity of the host vehicle by the direction sensor. It has an orientation detection function that measures
The navigation unit 57 also includes a storage device in which road map data is stored. The road map data is used to map match the position information of the host vehicle during the search process by the route search unit.

The first sensor 58 is a sensor for obtaining a sensing result necessary for assisting driving. As shown in FIG. 4, for example, the first sensor 58 includes an ultrasonic sensor, a video camera, or the like disposed at four corners on the front, rear, left, and right of the vehicle 20.
The first sensor 58 provided on the front side is a sensor for detecting the presence of an object mainly present in front of the host vehicle, and the first sensor 58 provided on the rear side is mainly present behind the host vehicle. This is a sensor for detecting the presence of an object that performs.

The second sensor 59 is a sensor for obtaining a sensing result necessary for autonomous driving. As shown in FIG. 4, for example, the second sensor 59 includes an ultrasonic sensor, a video camera, or the like disposed on the ceiling portion of the vehicle 20.
The second sensor 59 is rotatable around the longitudinal axis at a relatively high speed, and is a sensor for detecting the presence of an object existing around the host vehicle.

The central control unit 51 of the autonomous driving vehicle 21 can perform autonomous driving based on the sensing results of the first and second sensors 58 and 59. As an example of a vehicle capable of autonomous driving, for example, there is a vehicle described in Patent Document 4 (so-called “Google car”).
The control principle of autonomous driving is based on predicting the expected behavior of the object detected by the first and second sensors 58 and 59 from past data, so that the vehicle is directed to the target position based on the predicted behavior. Commands are given to the units 55-57.

  In autonomous driving, the central control unit 51 performs all of the driving of the host vehicle. However, the initial setting such as destination input to the navigation unit 57 is not limited to the owner of the autonomous driving vehicle 21 (whether boarding or non-boarding). No.) or the person who received the management consignment from the owner.

The central control unit 51 of the autonomous driving vehicle 21 can also perform support driving based on the sensing result by the first sensor 58. Examples of vehicles capable of assisting driving include vehicles described in Patent Literatures 1 to 3, for example.
As a control example of the assist driving, the possibility of collision is predicted from the distance between the object detected by the first sensor 58 and the host vehicle, and when it is determined that the possibility of collision is high, a deceleration intervention is performed, or the passenger 24 is instructed. Some units give commands to the units 55 to 57 so as to call attention.

The central control unit 51 of the autonomous driving vehicle 21 can switch to the manual driving of the passenger 24 without using the sensing results of the first and second sensors 58 and 59.
Thus, the control system 50 mounted on the autonomous driving vehicle 21 can execute either the assist driving or the manual driving as the downgraded operation mode as well as the autonomous driving. . The operation mode is switched by, for example, manual operation input by the passenger 24 or transmission of a control command from the portable terminal 70.

(For support driving vehicles)
FIG. 5 is a block diagram illustrating a configuration example of the control system 50 for the assisting driving vehicle 22.
Hereinafter, functional parts common to those in FIG. 4 will be denoted by the same reference numerals, detailed description thereof will be omitted, and differences from the autonomous driving vehicle 21 illustrated in FIG. 4 will be described.

In the control system 50 for the assisted driving vehicle 22 shown in FIG. 5, the central control unit 51 does not support autonomous driving, and thus the second sensor 59 is omitted.
That is, the central control unit 51 of the assisting driving vehicle 22 can perform assisting driving based on the sensing result of the first sensor 58, but cannot perform autonomous driving using the sensing result of the second sensor 59.

The central control unit 51 of the assisting driving vehicle 22 can switch to the manual driving of the passenger 24 without using the sensing result of the first sensor 58.
As described above, the control system 50 mounted on the support driving vehicle 22 can execute the manual operation as the downgraded operation mode as well as the support driving. The operation mode is switched by, for example, manual operation input by the passenger 24 or transmission of a control signal from the mobile terminal 70.

(For manually operated vehicles)
FIG. 6 is a block diagram illustrating a configuration example of the control system 50 of the manually operated vehicle 23.
Hereinafter, functional parts common to those in FIGS. 4 and 5 are denoted by the same reference numerals, and detailed description thereof is omitted. Differences from the autonomous driving vehicle 21 shown in FIG. 4 and the assisting driving vehicle 22 shown in FIG. Will be described.

In the control system 50 of the manually operated vehicle 23 shown in FIG. 6, the central control unit 51 does not support autonomous driving and support driving, and therefore the first and second sensors 58 and 59 are omitted.
That is, the central control unit 51 of the manually driven vehicle 23 cannot perform autonomous driving using the sensing results of the first and second sensors 58 and 59 and assisting driving using the sensing results of the first sensor 58. Only manual operation can be performed.

<Configuration of mobile terminal>
FIG. 7 is a block diagram illustrating an example of a functional configuration of the mobile terminal 70.
As illustrated in FIG. 7, the mobile terminal 70 includes a communication unit 120, a control unit 121, a storage unit 122, an operation unit 124, a display unit 123, and an antenna 125. The communication unit 120 includes a communication interface that can wirelessly communicate with the roadside communication device 31 and the in-vehicle communication device 54 in addition to the mobile base station of the contracted carrier.

Therefore, the communication unit 120 converts not only the RF signal from the mobile base station but also the RF signal reaching the antenna 125 from the roadside communication device 31 or the in-vehicle communication device 54 into a digital signal and outputs the digital signal to the control unit 121. be able to.
The communication unit 120 can also convert the digital signal input from the control unit 121 into an RF signal and transmit the RF signal from the antenna 125 to the roadside communication device 31 or the in-vehicle communication device 54.

The control unit 121 includes a known CPU, ROM, RAM, and the like. The control unit 121 reads out and executes the computer program stored in the storage unit 122 and controls the overall operation of the mobile terminal 70.
The storage unit 122 includes a hard disk, a nonvolatile memory, and the like, and stores various computer programs and data. The storage unit 122 stores a mobile ID that is identification information of the mobile terminal 70. The mobile ID includes, for example, a unique ID of a contractor, a MAC address, and the like.

The storage unit 122 stores various application software arbitrarily installed by the user.
This application software includes, for example, a control program for performing wireless communication with the roadside communication device 31 and the in-vehicle communication device 54.

The control executed by the control unit 121 includes an information transmission process (see FIG. 9) for transmitting a communication frame (see FIG. 8) storing the current state information of the mobile terminal 70 to the outside.
Specifically, the control unit 121 collects current identification information to be stored in the storage areas A1 to A7 defined in FIG. 8 from each unit in the mobile terminal 70, and temporarily stores the identification information in the storage unit 122. Remember me. Then, a communication frame storing the stored identification information is generated, and the generated communication frame is wirelessly transmitted to the communication unit 120.

The operation unit 124 includes various operation buttons and a touch panel function of the display unit 123. The operation unit 124 outputs an operation signal corresponding to a user operation to the control unit 121.
The display unit 123 includes a liquid crystal display, for example, and displays various types of information to the user. For example, the display unit 123 can display the image data transmitted from the management device 38 on the screen.

  The mobile terminal 70 has a time synchronization function for acquiring the current time from the GPS signal, a position detection function for measuring the current position (latitude, longitude, and altitude) of the terminal from the GPS signal, and an azimuth and angular velocity of the terminal by the direction sensor. It also has an orientation detection function that measures

<Frame format of communication frame>
FIG. 8 is an explanatory diagram illustrating an example of a frame format of a communication frame.
As shown in FIG. 8, the “communication frame” transmitted and received in the wireless communication system of the present embodiment includes “preamble”, “header”, “data”, and “CRC” (Cyclic Redundancy Check).

“Data” includes “storage areas” from number A1 to number A7.
The “storage area A1” is a storage area for the terminal ID. The storage area A1 stores the terminal ID values of the mobile communication devices 54 and 70 when the communication frame is transmitted.
For example, the control unit 105 of the in-vehicle communication device 54 stores the value of the vehicle ID stored in the storage unit 106 during frame transmission in the storage area A1. In addition, the control unit 121 of the portable terminal 70 stores the value of the portable ID stored in the storage unit 122 at the time of frame transmission in the storage area A1.

The “storage area A2” is a storage area for time information. The transmission time of the communication frame is stored in the storage area A2.
Strictly speaking, the transmission time of the communication frame by the mobile communication devices 54 and 70 is the time of radio wave transmission from the antennas 107 and 125. However, since the delay time of the RF unit is very small, the current time value at the time of generation of the communication frame by the control units 105 and 121 may be used.

The “storage area A3” is a storage area for the current position information. In the storage area A3, latitude and longitude are stored as current position information.
For example, the control units 105 and 121 of the mobile communication devices 54 and 70 store the latitude and longitude (current position at the time of frame transmission) stored in the storage units 106 and 122 at the time of frame transmission in the storage area A3.

The “storage area A4” is a storage area for defining the type of mobile object. Accordingly, the identification information of the type of the moving object is stored in the storage area A4.
In the present embodiment, “vehicle” and “passenger” are assumed as the types of moving bodies. Accordingly, at least 1-bit data amount may be allocated as the identification information of the type of mobile object.

For example, when identification information is assigned such as “vehicle” = 0 and “passenger” = 1, the control unit 105 of the in-vehicle communication device 54 corresponds to the type of the own vehicle stored in the storage unit 106. The identification information (= 0) to be stored is stored in the storage area A4.
In addition, the control unit 121 of the mobile terminal 70 stores identification information (= 1) corresponding to the type of the moving object stored in the storage unit 122 in the storage area A4.

The “storage area A5” is a storage area for defining the type of operation mode of the vehicle 20. Therefore, mode type identification information is stored in the storage area A5.
In the present embodiment, “manual driving”, “support driving”, and “autonomous driving” are assumed as the mode types of the operation mode of the vehicle 20. Therefore, as the mode type identification information, a data amount of at least 2 bits may be allocated.

For example, when identification information is assigned such as “manual driving” = 00, “support driving” = 01, “autonomous driving” = 10, the control unit 105 of the in-vehicle communication device 54 corresponds to the current mode type. The identification information to be determined is determined, and the determined identification information (00, 01 or 10) is stored in the storage area A5.
The mode type can be determined by the control unit 105 by, for example, the control unit 105 accessing the central control unit 51 and inquiring about the current operation mode.

In the manually operated vehicle 23, only manual operation is executed. Therefore, the mode type identification information included in the communication frame transmitted by the in-vehicle communication device 54 of the manually operated vehicle 23 is necessarily “manual operation” (= 00).
In the assist driving vehicle 22, one of the operation modes of assist driving and manual driving is executed. Accordingly, the mode type identification information included in the communication frame transmitted by the in-vehicle communication device 54 of the support driving vehicle 22 is “support driving” (= 01) or “manual driving” (= 00).

In the autonomous driving vehicle 21, an operation mode of autonomous driving, support driving, or manual driving is executed. Therefore, the mode type identification information included in the communication frame transmitted by the in-vehicle communication device 54 of the autonomous driving vehicle 21 is “autonomous driving” (= 10), “support driving” (= 01), or “manual driving” (= 00).
When the moving body is the passenger 24, the type of operation mode is irrelevant, and the control unit 121 of the mobile terminal 70 does not store the identification information in the storage area A5.

The “storage area A6” is a storage area for defining vehicle information capable of recognizing the dimensions of the vehicle. Therefore, identification information of vehicle information is stored in the storage area A6.
In the present embodiment, “general vehicle” and “large vehicle” are assumed as vehicle information. Accordingly, at least 1-bit data amount may be assigned as the vehicle information identification information.
For example, when identification information is assigned such that “general vehicle” = 0 and “large vehicle” = 1, the control unit 105 of the in-vehicle communication device 54 corresponds to the type of the own vehicle stored in the storage unit 106. The identification information (= 0 or 1) is stored in the storage area A6.

The “storage area A7” is a storage area for defining a free area. In the present embodiment, the storage area A <b> 7 stores various types of information required when the passenger 24 of the autonomous driving vehicle 21 enters and leaves the vehicle in the exclusive area 9 of the parking lot 2.
For example, in the storage area A7, “entry request information” that is information necessary at the time of entry, “outgoing schedule information” and “exit request information” that are necessary information at the time of exit, and a later-described given to the passenger 24 are described. “Privilege information” indicating the type of privilege is stored.

The warehousing request information stores a temporary password that is right information indicating the right to instruct the vehicle 21 to move by autonomous driving.
The exit schedule information stores, as information related to the exit schedule of the vehicle 21, an expected exit exit and a scheduled exit time at which the vehicle 21 leaves, and an allowable delay time with respect to the scheduled delivery time. When the identification information is assigned to the planned exit, for example, the west exit 5A = 0 and the east exit 5B = 1, the control unit 105 of the in-vehicle communication device 54 has the corresponding identification information (= 0 or 0). 1) is stored in the scheduled exit.

The departure request information stores the temporary password and the boarding position (longitude and latitude) at which the passenger 24 gets on the vehicle 21.
In the privilege information, information related to a “parking lot discount ticket” that is a use discount ticket for the parking lot 2 and a “store discount coupon” that is a product discount coupon for a store in the facility are stored.

The information stored in the storage area A <b> 7 can be performed by the passenger 24 of the vehicle 21 manually entering the operation unit 124 of the mobile terminal 70.
In the example of the communication frame shown in FIG. 8, the storage area is defined up to the number A7. However, the storage area having the number A8 or higher may be defined, or the communication in which the storage area less than A7 is defined. A frame may be adopted.

<Information transmission control by mobile communication device>
FIG. 9 is a flowchart of information transmission control executed by the mobile communication devices 54 and 70.
As shown in FIG. 9, the control units 105 and 121 of the mobile communication devices 54 and 70 first acquire state information of the moving body (step S1).
The “status information” of the mobile means the current identification information to be stored in the storage areas A1 to A7 of the communication frame defined in FIG.

Therefore, when the mobile body is the vehicle 20, the control unit 105 of the in-vehicle communication device 54 collects current identification information to be stored in the storage areas A1 to A7 defined in FIG. 8 from each unit in the control system 50. The identification information is temporarily stored in the storage unit 106.
When the mobile body is the passenger 24, the control unit 121 of the portable terminal 70 collects current identification information to be stored in the storage areas A1 to A7 defined in FIG. 8 and stores the identification information in the storage unit 122. Memorize temporarily.

Next, the control units 105 and 121 of the mobile communication devices 54 and 70 store the state information in predetermined storage areas A1 to A7 to generate a communication frame (see FIG. 8), and the generated communication frame is transmitted to the communication unit 104. , 120 is transmitted wirelessly (step S2).
And the roadside communication apparatus 31 will perform the transfer process transferred to the management apparatus 38, if the communication frame containing the status information of the vehicle 20 is received.

Thereby, the management apparatus 38 can grasp | ascertain the status information of the vehicle 20 and the passenger 24 which exist in the parking lot 2 by the road-to-vehicle communication and the road-step communication using the communication frame.
Note that the information transmission control in FIG. 8 may be executed not by the control unit 105 of the in-vehicle communication device 54 but by the central control unit 51 of the control system 50.

In the wireless communication system of the present embodiment, each mobile wireless communication device transmits its state information to the outside using the communication frame shown in FIG.
Accordingly, various useful controls such as efficient management control by the management system 30 can be executed on the receiving side of the communication frame in accordance with the contents of the identification information included in the communication frame. Hereinafter, the content of this control will be described.

<Receipt management control>
FIG. 10 is a flowchart of warehousing management control executed by the management device 38.
In the example of FIG. 10, after the autonomous driving vehicle 21 drops the passenger 24 near the entrance 6 (see FIG. 1) in the site, the vehicle 21 enters the dedicated area 9 on the south side of the site in the unmanned autonomous driving mode. It is assumed that the command is issued. Note that a circle in FIG. 10 means reception of a frame.

As shown in FIG. 10, the passenger 24 transmits a communication frame including warehousing request information from the mobile terminal 70 to the management device 38 via the roadside communication device 31 in the hall, and the own vehicle 21 by inter-vehicle communication. (Step S11).
Next, the vehicle-mounted communication device 54 of the autonomous driving vehicle 21 transmits a communication frame including vehicle state information to the management device 38 via the roadside communication device 31A (step S12).

The management apparatus 38 determines the parking position in the exclusive area 9 of the autonomous driving vehicle 21 based on the communication frame received from the portable terminal 70 and the autonomous driving vehicle 21 (step S13).
The determination of the parking position is performed as follows based on the vehicle information included in the communication frame received from the autonomous driving vehicle 21 and the leaving schedule information received from the mobile terminal 70.
First, the control part 88 of the management apparatus 38 determines a parking area based on vehicle information. Specifically, the control unit 88 determines the dedicated general area 9A when the vehicle information is “general vehicle”, and determines the dedicated large area 9B when the vehicle information is “large vehicle”.

Next, the control unit 88 determines at which position in the determined areas 9A and 9B the vehicle 21 is parked based on the scheduled delivery time included in the scheduled delivery information.
Specifically, the control unit 88 determines an empty parking space near the dedicated entrance 7 (see FIG. 1) as the parking position when the outgoing schedule information is early, and when the outgoing schedule information is late An empty parking space located far from the dedicated entrance 7 is determined as a parking position.

Thus, since the control part 88 of the management apparatus 38 determines the parking position of the vehicle 21 based on vehicle information, the parking area can be easily distinguished by the magnitude | size of a vehicle.
Moreover, since the control part 88 parks the vehicle 21 with the scheduled leaving time early in the parking position near from the exclusive entrance 7 so that it may be easy to leave, the time until the vehicle 21 leaves can be shortened, and parking management is carried out. Can be performed efficiently.

  Next, the control unit 88 executes “an other vehicle evacuation process” for temporarily evacuating another parked vehicle that is obstructed when the vehicle 21 is moved to the determined parking position (step S14). ). Details of the save processing will be described later.

When the other vehicle evacuation process is completed, the control unit 88 generates a control frame including a “parking command” and outputs a command for transmitting the control frame to the autonomous driving vehicle 21 to the communication unit 91. The communication unit 91 transmits a control frame to the vehicle ID of the autonomous driving vehicle 21 in accordance with the command (step S15).
The parking command includes warehousing request information (temporary password) stored in the communication frame received from the mobile terminal 70 and destination information indicating the parking position determined in step S13.

The control frame is received by the in-vehicle communication device 54 of the autonomous driving vehicle 21 and is notified from the in-vehicle communication device 54 to the central control unit 51. Then, the central control unit 51 that has acquired the control frame performs password authentication determination as right authentication (step S16).
Specifically, the central control unit 51 compares the temporary password included in the parking command of the control frame with the temporary password included in the warehousing request information of the communication frame received from the mobile terminal 70 in step S11. Determine whether the passwords match.

If the determination result is negative, the central control unit 51 proceeds to step S19, transmits “authentication failure information” indicating that authentication is not successful, to the management device 38 and the portable terminal 70, and performs processing. Exit.
When the determination result is affirmative, the central control unit 51 executes control for moving the host vehicle to the parking position in the autonomous driving mode and parking in accordance with the destination information included in the parking command (step S17). .

  After having parked the host vehicle at the parking position, the central control unit 51 sends “parking completion information (movement completion information)” indicating that the parking of the host vehicle has been completed, to the management device 38 and the portable device. It transmits to the terminal 70 (step S18), and a process is complete | finished. The passenger 24 can grasp that the host vehicle is parked by the mobile terminal 70 receiving the parking completion information.

  When receiving the parking completion information from the autonomous driving vehicle 21, the control unit 88 of the management device 38 performs a “re-parking process of other vehicle” that parks the other vehicle temporarily retracted in step S <b> 14 at a new parking position. This is executed (step S20), and the process is terminated. Details of the re-parking process will be described later.

As described above, according to the parking management system of the present embodiment, if the management device 38 acquires in advance a temporary password that is right information indicating the right to instruct the vehicle 21 to move by autonomous driving, By transmitting the destination information indicating the position of the destination of the vehicle 21 to the vehicle 21, the vehicle 21 can be moved to the destination by autonomous driving. Thereby, since the autonomous driving vehicle 21 can be moved by the management apparatus 38 side, the parking management of the autonomous driving vehicle 21 can be performed efficiently.
In addition, the central control unit 51 of the vehicle 21 determines whether or not the password authentication is successful, and controls the vehicle to move to the destination position by autonomous driving on the condition that the determination result is affirmative. Therefore, it is possible to prevent a vehicle different from the moving target vehicle from moving.

<Outgoing management control>
FIG. 11 is a flowchart of the delivery management control executed by the management device 38.
In the example of FIG. 11, the autonomous driving vehicle 21 parked in the dedicated area 9 on the site places the passenger 24 near the entrance 6 (see FIG. 1), so that the dedicated area 9 is in the unmanned autonomous driving mode. The case where it is instructed to leave from is assumed. Note that a circle in FIG. 11 means reception of a frame.

As shown in FIG. 11, the passenger 24 transmits a communication frame including the leaving request information from the portable terminal 70 to the management device 38 via the roadside communication device 31 in the hall (step S31).
Next, when receiving a communication frame from the portable terminal 70, the management device 38 performs password authentication determination (step S32). Specifically, the control unit 88 of the management device 38 compares the temporary password included in the outgoing request information of the communication frame with the temporary password that the control unit 88 has in advance, and determines whether or not both passwords match. judge. The temporary password which control part 88 has beforehand has memorized the temporary password contained in the warehousing request information which communication part 91 acquired from personal digital assistant 70 at the time of warehousing of autonomous driving vehicle 21 (Step S11 of Drawing 10). It was.

If the determination result is negative, the control unit 88 proceeds to step S40, transmits authentication failure information to the portable terminal 70, and ends the process.
When the determination result is affirmative, the control unit 88 temporarily retracts other parked vehicles that are obstructed when the vehicle 21 to be ejected is ejected from the parking position. "Process" is executed (step S33). This other vehicle evacuation process is the same process as the other vehicle evacuation process (step S14) executed at the time of warehousing, and will be described in detail later.

When the evacuation process of the other vehicle is completed, the control unit 88 generates a control frame including a “shipping command” and outputs a command for transmitting the control frame to the autonomous driving vehicle 21 to the communication unit 91. The communication unit 91 transmits a control frame to the vehicle ID of the autonomous driving vehicle 21 in accordance with the command (step S34).
The exit command includes exit request information (temporary password and destination information indicating the boarding position of the passenger 24) stored in the communication frame received from the mobile terminal 70.

The control frame is received by the in-vehicle communication device 54 of the autonomous driving vehicle 21 and is notified from the in-vehicle communication device 54 to the central control unit 51. And the central control part 51 which acquired this control frame performs the authentication determination of a password (step S35).
Specifically, the central control unit 51 compares the temporary password included in the control frame issue command with the temporary password that the central control unit 51 itself has in advance, and determines whether or not both passwords match. The temporary password that the central control unit 51 itself has in advance stores the temporary password included in the warehousing request information acquired by the in-vehicle communication device 54 from the portable terminal 70 when the autonomously driven vehicle 21 is warehousing (step S11 in FIG. 10). It is what I left.

If the determination result is negative, the central control unit 51 proceeds to step S38, transmits authentication failure information to the management device 38 and the portable terminal 70, and ends the process. When the control unit 88 of the management device 38 receives the authentication failure information, the control unit 88 executes a re-parking process for the other vehicle described later (step S38) and ends the process.
When the determination result is affirmative, the central control unit 51 executes control for moving the host vehicle to the boarding position in the autonomous operation mode in accordance with the destination information included in the leaving command (step S36).

  After moving the host vehicle to the boarding position, the central control unit 51 sends the “movement completion information” indicating that the movement of the host vehicle to the boarding position is completed by the in-vehicle communication device 54 and the mobile device. 70 (step S37), and the process ends. The passenger 24 can recognize that the own vehicle has moved to the boarding position when the mobile terminal 70 receives the movement completion information.

  When receiving the movement completion information from the autonomous driving vehicle 21, the control unit 88 of the management device 38 performs “re-parking process of other vehicle” for parking the other vehicle temporarily retracted in the above step S 33 at a new parking position. This is executed (step S39), and the process is terminated. This re-parking process of the other vehicle is the same process as the re-parking process (step S20) of the other vehicle executed at the time of the above-described warehousing, and details will be described later.

  As described above, when the central control unit 51 of the autonomous driving vehicle 21 receives the leaving request information, the central control unit 51 performs the password authentication determination, and boarding the own vehicle by autonomous driving on the condition that the determination result is affirmative. The control to move to the position is executed. Thereby, it is possible to prevent a vehicle different from the vehicle requested to leave the vehicle from moving to the boarding position.

<Evacuation processing of other vehicles>
FIG. 12 is a flowchart of another vehicle evacuation process executed by the management device 38.
In the example of FIG. 12, when the autonomously driven vehicle 21 enters the vehicle, another vehicle that is parked that is obstructed when the vehicle 21 is parked at a predetermined parking position is temporarily retracted, or the vehicle 21 to be delivered. It is assumed that other vehicles that are parked that are obstructed when leaving the vehicle from the parking position are temporarily retracted. Note that a circle in FIG. 12 means reception of a frame.

  Specifically, as shown in FIG. 1, for example, in the parking section 13 of the dedicated general area 9A, the vehicle 21 is moved to a parking position 13A, which is an empty parking space in the southwest corner, as shown in FIG. It is possible to park 21. In this case, other vehicles are parked at the parking positions 13B and 13C on the north side of the parking position 13A, and parking at the parking position 13A is prevented by these other vehicles. For this reason, it is necessary to temporarily retreat these other vehicles to retreat positions (for example, parking positions 13D and 13E which are other empty parking spaces).

  Specifically, as shown in FIG. 1, for example, in the parking section 13 of the dedicated general area 9A, the vehicle 21 is moved to a parking position 13F, which is an empty parking space in the southeast corner, as shown in FIG. The case where 21 is parked is considered. In this case, other vehicles are parked at the parking positions 13G and 13H on the north side of the parking position 13A, and parking at the parking position 13F is prevented by these other vehicles. For this reason, it is necessary to temporarily retreat these other vehicles to retreat positions (for example, parking positions 13D and 13E which are other empty parking spaces).

As shown in FIG. 12, the control unit 88 of the management device 38 first determines other vehicles that need to be evacuated and their evacuation order (step S51).
In the specific example at the time of warehousing, the control unit 88 determines the vehicle parked at the parking positions 13B and 13C as another vehicle that needs to be retreated. Further, the controller 88 determines, for example, the order in which the vehicle at the parking position 13C is withdrawn first, and then the vehicle at the parking position 13B is withdrawn.
In the specific example at the time of delivery, the control unit 88 determines the vehicle 21 parked at the parking positions 13G and 13H as another vehicle that needs to be retreated. Further, the controller 88 determines, for example, the order in which the vehicle at the parking position 13H is withdrawn first, and then the vehicle at the parking position 13G is withdrawn.

Next, the control unit 88 determines whether or not there is a vehicle that needs to be retreated (step S52).
If the determination result is negative, the control unit 88 ends the process.
If the determination result is affirmative, the control unit 88 determines a retreat position of another vehicle (step S53).

Specifically, the retraction positions of other vehicles are determined as follows.
In the specific example at the time of warehousing, for example, the controller 88 determines the retracted position of the vehicle parked at the parking position 13B as the parking position 13D, and sets the retracted position of the parked vehicle at the parking position 13C to the parking position 13E. decide.
In the specific example at the time of delivery, for example, the control unit 88 determines the retracted position of the vehicle parked at the parking position 13G as the parking position 13D, and sets the retracted position of the vehicle parked at the parking position 13H to the parking position 13E. decide.

Next, the control unit 88 generates a control frame including the “evacuation command”, and outputs a command for transmitting the control frame to another vehicle to be saved to the communication unit 91. The communication unit 91 transmits the control frame to the vehicle ID of the other vehicle according to the command (step S54).
The evacuation command includes warehousing request information (temporary password) acquired by the management device 38 from the portable terminal 70 of the occupant when the other vehicle to be evacuated is received, and information indicating the evacuation position determined in step S53. Some destination information is included.

The control frame is received by the in-vehicle communication device 54 of the autonomous driving vehicle 21 and is notified from the in-vehicle communication device 54 to the central control unit 51. And the central control part 51 which acquired this control frame performs the authentication determination of a password (step S55).
Specifically, the central control unit 51 compares the temporary password included in the control frame save command with the temporary password that the central control unit 51 itself has in advance, and determines whether or not the two passwords match. The temporary password that the central control unit 51 itself has in advance stores the temporary password included in the warehousing request information acquired by the in-vehicle communication device 54 from the portable terminal 70 of the occupant when the other vehicle to be evacuated is stored. It was.

If the determination result is negative, the central control unit 51 proceeds to step S58, transmits authentication failure information to the management device 38, and ends the process. When the control unit 88 of the management device 38 receives the authentication failure information, the control unit 88 performs determination in step S59 described later.
When the determination result is affirmative, the central control unit 51 executes control for moving the host vehicle to the retracted position in the autonomous operation mode in accordance with the destination information included in the retracting command (step S56).

After moving the host vehicle to the evacuation position, the central control unit 51 transmits “evacuation completion information” indicating that the movement of the host vehicle to the evacuation position is completed to the management device 38 by the in-vehicle communication device 54. (Step S57), and the process ends.
When receiving the evacuation completion information from another vehicle, the control unit 88 of the management device 38 determines whether or not all the vehicles that need to be evacuated have been moved to the evacuation position (step S59).

If the determination result is affirmative, the control unit 88 ends the process.
If the determination result is negative, the control unit 88 returns to step S53 and performs a retreat process for other vehicles that have not completed moving to the retreat position.

  As described above, the management device 38 temporarily evacuates other parked vehicles that are hindering entry or exit when the vehicle 21 is placed or exited by executing the retracting process of other vehicles. It can be moved to a position. Thereby, entering or leaving the autonomously driven vehicle 21 can be performed efficiently.

<Re-parking process for other vehicles>
FIG. 13 is a flowchart of a reparking process for another vehicle executed by the management device 38.
The example in FIG. 13 assumes a case in which another vehicle temporarily retracted by the above-described other vehicle retracting process is parked at a new parking position when the autonomously driven vehicle 21 enters or exits. Note that the circle in FIG. 13 means reception of a frame.

Specifically, the re-parking process is performed at the time of warehousing. For example, in the parking section 13 of the dedicated general area 9A, in order to park the vehicle at the parking position 13A, as shown in FIG. A case where the parked vehicle is temporarily retracted to a retracted position (for example, parking positions 13D and 13E) and then parked at the original parking positions 13B and 13C can be considered.
Specifically, the re-parking process is performed at the time of delivery, as shown in FIG. 1, for example, in the parking section 13 of the dedicated general area 9A, the parking position 13G, 13H is used to exit the vehicle at the parking position 13F. A case where the parked vehicle is temporarily retracted to a retracted position (for example, parking positions 13D and 13E) and then parked at the parking positions 13F and 13G, which are new empty parking spaces, can be considered.

As shown in FIG. 13, the control unit 88 of the management device 38 first determines another vehicle that needs to be reparked and the reparking order (step S71).
In the specific example at the time of entering and leaving, the control unit 88 determines the vehicle that has been retracted to the parking positions 13D and 13E as another vehicle that needs to be reparked. Moreover, the control part 88 determines the order of re-parking the vehicle of parking position 13D first, and then re-parking the vehicle of parking position 13E as a re-parking order.

Next, the controller 88 determines whether or not there is a vehicle that needs to be reparked (step S72).
If the determination result is negative, the control unit 88 ends the process.
When the above determination result is affirmative, the control unit 88 determines a new parking position of another vehicle (step S73).

Specifically, the new parking position of the other vehicle is determined as follows.
In the specific example at the time of warehousing, for example, the control unit 88 determines the new parking position of the vehicle being evacuated to the parking position 13D as the parking position 13B, and sets the new parking position of the vehicle being evacuated to the parking position 13E. The parking position 13C is determined.
In the specific example at the time of leaving, the control unit 88 determines, for example, a new parking position of the vehicle being retreated to the parking position 13D as the parking position 13F, and sets the new parking position of the vehicle being retreated to the parking position 13E. The parking position 13G is determined.

Next, the control unit 88 generates a control frame including a “parking command” and outputs a command for transmitting the control frame to another vehicle to be reparked to the communication unit 91. The communication unit 91 transmits the control frame to the vehicle ID of the other vehicle according to the command (step S74).
The parking command includes the warehousing request information (temporary password) acquired by the management device 38 from the portable terminal 70 of the occupant when the other vehicle to be reparked is received, and the new parking position determined in step S73. Destination information, which is information to be shown.

The control frame is received by the in-vehicle communication device 54 of the autonomous driving vehicle 21 and is notified from the in-vehicle communication device 54 to the central control unit 51. And the central control part 51 which acquired this control frame performs the authentication determination of a password (step S75).
Specifically, the central control unit 51 compares the temporary password included in the parking command of the control frame with the temporary password that the central control unit 51 itself has in advance, and determines whether or not both passwords match. The temporary password that the central control unit 51 has in advance stores the temporary password included in the warehousing request information acquired by the in-vehicle communication device 54 from the portable terminal 70 of the occupant when the other vehicle to be reparked is stored. It is a thing.

If the determination result is negative, the central control unit 51 proceeds to step S78, transmits authentication failure information to the management device 38, and ends the process. When the control unit 88 of the management device 38 receives the authentication failure information, the control unit 88 performs a determination in step S79 described later.
If the determination result is affirmative, the central control unit 51 executes control for moving the host vehicle to a new parking position in the autonomous driving mode in accordance with the destination information included in the parking command (step S76).

After moving the host vehicle to a new parking position, the central control unit 51 uses the in-vehicle communication device 54 to manage “parking completion information” indicating that the host vehicle has moved to the new parking position. 38 and the portable terminal 70 (step S77), and the process ends. The passenger 24 can grasp that the own vehicle is parked at a new parking position by the mobile terminal 70 receiving the parking completion information.
When receiving the parking completion information from another vehicle, the control unit 88 of the management device 38 determines whether or not the movement of all the vehicles that need to be reparked to the new parking position has been completed (step S79).

If the determination result is affirmative, the control unit 88 ends the process.
If the determination result is negative, the control unit 88 returns to step S73 and performs re-parking processing for other vehicles that have not been moved to the new parking position.

  As described above, the management device 38 executes the re-parking process of the other vehicle, and parks the other vehicle temporarily retreated after entering or leaving the vehicle 21 at the new parking position. Can do. Thereby, entering or leaving the autonomously driven vehicle 21 can be performed efficiently.

<Exit congestion prediction process>
FIG. 14 is a flowchart of the exit congestion prediction process executed by the management device 38.
The example of FIG. 14 shows the west exit (hereinafter also referred to as “west exit”) 5A of the parking lot 2 and the east exit at the scheduled time when the autonomously-driving vehicle 21 parked in the exclusive area 9 on the site will leave. It is assumed that 5B congestion status (hereinafter also referred to as “East Exit”) is predicted.

As illustrated in FIG. 14, the control unit 88 of the management device 38 acquires the departure schedule information included in the communication frame from the portable terminal 70 of the passenger 24 of the autonomous driving vehicle 21 via the on-site roadside communication device 31. (Step S91).
Next, the control unit 88 executes “congestion prediction process for each exit” based on the acquired departure schedule information and the like (step S92).

FIG. 15 is a table showing an example of the exit congestion prediction process executed by the management device 38.
As shown in FIG. 15, the control unit 88 of the management device 38 first determines the planned number of exits at each of the exits 5 </ b> A and 5 </ b> B based on the planned exit information acquired from all the autonomous driving vehicles 21 parked in the dedicated area 9. Are calculated every predetermined time interval (in the example, every 15 minutes between 19: 00 and 22:00).

Then, the control unit 88 predicts the congestion situation based on a comparison between the planned number of outlets at each exit and each time and a predetermined “congestion threshold”.
Specifically, the control unit 88 predicts “congested” when the planned delivery number is equal to or greater than the congestion threshold, and predicts “not crowded” when the planned delivery number is less than the congestion threshold.
Accordingly, in the example of FIG. 15, the hatched portion, that is, the east exit 5B is predicted to be crowded at 19:45, 20:00, and 20:15, and the west exit 5A is predicted to be 20:15 and 20 : 30 times are predicted to be crowded.

In this embodiment, the congestion situation at each exit is predicted based on the planned number of exits, but in addition to this, the congestion situation is predicted in consideration of the traffic congestion on the road that merges from each exit 5A, 5B. You may make it do.
Further, the mixed area 8 may be applied to the parking area of the vehicle to be subjected to the congestion prediction process at each exit instead of the dedicated area 9 or together with the dedicated area 9.

Returning to FIG. 14, the control unit 88 determines whether or not each exit has a congestion time after executing the congestion prediction process of each exit in step S <b> 92 (step S <b> 93).
If the determination result is negative, the control unit 88 returns to step 91.
If the determination result is affirmative, the control unit 88 calculates the “required number of vehicles” necessary to eliminate the congestion situation predicted at each exit and each time (step S94).

The required number of vehicles is calculated using the following equation.
Necessary number of vehicles = planned number of exits at each exit and time-(congestion threshold-1)
For example, in the example of FIG. 15, the necessary number of vehicles required to eliminate the congestion at 20:00 at the east exit is 34− (30−1) = 5 using the above formula.

Next, the control unit 88 extracts a predetermined number of passengers from among the passengers 24 of all the vehicles 21 leaving at the exit / time at which congestion is predicted (step S95).
Specifically, the control unit 88 has a large allowable delay time included in the outgoing schedule information of the communication frame among the mobile IDs included in the communication frame acquired from the mobile terminals 70 of the passengers 24 of all the vehicles 21. In order, the first predetermined number of portable IDs whose allowable delay time is equal to or greater than a predetermined value are extracted.

Moreover, the control part 88 is the said in order with small allowable delay time contained in the leaving schedule information of a communication frame among portable ID contained in the communication frame acquired from the portable terminal 70 of the passenger 24 of all the said vehicles 21. A second predetermined number of portable IDs whose allowable delay time is less than a predetermined value are extracted. Here, the “predetermined value” of the “second predetermined number that is less than the predetermined value” may be the same value as the “predetermined value” of the “first predetermined number that is equal to or greater than the predetermined value” described above. The value may be different.
The first predetermined number and the second predetermined number are set so as to satisfy the following relational expression.
1st predetermined number + 2nd predetermined number ≥ required number of vehicles

  Next, the control unit 88 generates a control frame including “congestion information” indicating the exit / time of congestion and information for prompting the change of the outgoing schedule information, and the control frame has an allowable delay time equal to or greater than a predetermined value. A command to be transmitted to the mobile terminal 70 of the first predetermined number of passengers 24 and the second predetermined number of passengers 24 whose allowable delay time is less than a predetermined value is output to the communication unit 91. The communication unit 91 transmits the control frame to the portable ID of the portable terminal 70 in accordance with the command (step S96).

The control unit 88 waits until all the passengers 24 who have transmitted the control frame have answered or until a predetermined time has elapsed (step S97), and then returns to step S92 to perform the congestion prediction process for each exit again. .
In addition, as a result of obtaining an answer from the passenger 24, the control unit 88 includes a control frame including information for prompting the change of the departure schedule information again when the number of vehicles whose departure schedule is changed is smaller than a predetermined number. May be output to the communication unit 91 to be transmitted to the mobile ID of the mobile terminal 70. However, in this case, it is preferable to transmit to a mobile ID other than the mobile ID of the mobile terminal 70 transmitted in the past.

  As described above, according to the parking management system of the present embodiment, the control unit 88 of the management device 38 predicts the congestion status of the exits 5A and 5B in the parking area based on the scheduled delivery time of each vehicle 21, and is crowded. Then, information that prompts the passenger 24 of the predicted vehicle 21 to change the shipping schedule information is transmitted. Therefore, when the passenger 24 who is prompted to change the delivery changes, for example, the scheduled delivery time of the vehicle 21, the scheduled delivery time of each vehicle 21 varies, and congestion when the parked vehicle 21 exits is suppressed. be able to.

  In addition, since the control unit 88 transmits information prompting the change of the departure schedule information to a predetermined number of passengers 24 that are more than the necessary number of vehicles necessary for eliminating the predicted congestion situation, For example, when the passenger 24 changes the scheduled delivery time of the vehicle 21, the predicted congestion situation can be effectively eliminated.

<Change processing of shipping schedule information>
(When the allowable delay time is more than the predetermined value)
FIG. 16 shows an example of information that prompts the user to change the leaving schedule information displayed on the display unit 123 of the portable terminal 70 of the passenger 24 whose allowable delay time is equal to or greater than a predetermined value.
When the communication unit 120 receives the control frame from the management device 38, the control unit 121 of the portable terminal 70 issues a predetermined output command to the display unit 123 based on the control frame. As shown in FIG. 16, the display unit 123 that has received the output command displays a message to the effect that traffic congestion at the planned exit is predicted, and displays a response button for selecting change of the scheduled delivery information.

In the illustrated example, three types of buttons are displayed as the response button: “delay delivery”, “change scheduled delivery exit”, and “schedule delivery as scheduled”.
Among these buttons, “delay delivery” suggests that the scheduled delivery time of the vehicle 21 is delayed, and “change the scheduled delivery exit” prompts the change of the planned delivery exit of the vehicle 21. It is. In the example shown in the figure, “delay delivery” and “change exit scheduled exit” are displayed as the response buttons, but at least one of them may be displayed.

FIG. 17A is an example of a screen displayed by the display unit 123 when “delay delivery” is selected on the screen of FIG.
As shown to Fig.17 (a), the display part 123 displays the response button which selects the outgoing scheduled time after change while displaying the present time and the outgoing scheduled time before a change. This response button is generated based on the congestion information included in the control frame.

In the example of FIG. 17A, the time for every predetermined time from the scheduled delivery time before the change to one hour later is displayed as a response button.
Accordingly, in the illustrated example, “20:15”, “20:30”, “20:45”, and “21:00” are displayed as response buttons.

Of the display times displayed as response buttons, the display time that is predicted to be crowded is displayed as “crowded” next to the display time, and the display time cannot be selected, and is not expected to be crowded. At the displayed time, “Empty” is displayed beside the displayed time, and the displayed time can be selected.
In the illustrated example, “20:15” is displayed as “Mixed” next to it, and thus the passenger 24 cannot select the display time. On the other hand, since “20:30”, “20:45”, and “21:00” are displayed as “empty” next to them, the passenger 24 selects one of these display times. be able to.

FIG. 17B is an example of a screen displayed by the display unit 123 when, for example, “20:30” is selected on the screen of FIG.
As shown in FIG. 17B, the display unit 123 displays a response button for selecting a coupon, which is a privilege to be given to the passenger, while displaying the current time and the scheduled departure time after the change. In the illustrated example, two types of response buttons “parking lot discount ticket” and “in-store discount ticket” are displayed. The passenger 24 can select one of these two types of response buttons.
The coupon may be changed in discount amount according to the time when the passenger 24 delayed the scheduled departure time, and the discount amount may be displayed on the display unit 123.

When the passenger 24 finishes selecting a coupon, the control unit 121 of the portable terminal 70 stores the changed scheduled delivery time in the storage area A7 of the communication frame and stores the selected coupon as privilege information.
Then, the control unit 121 outputs a command for transmitting the communication frame to the management device 38 to the communication unit 120. The communication unit 120 transmits a control frame to the management device 38 according to the command.

FIG. 18A is an example of a screen displayed on the display unit 123 when “change the scheduled exit for exit” is selected on the screen of FIG.
As shown to Fig.18 (a), the display part 123 displays the response button which selects the leaving planned exit after a change while displaying the leaving planned exit before a change. This response button is generated based on the congestion information included in the control frame.

In the example of FIG. 18A, “West exit” which is an exit other than “East exit” of the planned exit before change is displayed as a response button. If the display exit is predicted to be congested, “congested” is displayed next to the display exit, and the display exit cannot be selected. If the display exit is predicted not to be congested, the display exit is displayed. "Empty" is displayed beside the and the display exit can be selected.
In the illustrated example, “sky” is displayed next to “west exit”, so that the passenger 24 can select this “west exit”.

FIG. 18B is an example of a screen displayed on the display unit 123 when “West exit” is selected on the screen of FIG.
As shown in FIG. 18 (b), the display unit 123 displays the changed exit planned exit and displays a response button for selecting a coupon that is a privilege given to the passenger. Since this response button is the same as the response button displayed in FIG. 17B, description thereof is omitted.

When the passenger 24 finishes selecting a coupon, the control unit 121 of the mobile terminal 70 stores the changed exit planned exit in the storage area A7 of the communication frame and stores the selected coupon as privilege information.
Then, the control unit 121 outputs a command for transmitting the communication frame to the management device 38 to the communication unit 120. The communication unit 120 transmits a control frame to the management device 38 according to the command.

FIG. 19 is an example of a screen displayed by the display unit 123 when “depart as scheduled” is selected on the screen of FIG. 16.
As shown in FIG. 19, the display unit 123 displays a message indicating that there is no change in the scheduled delivery time and the scheduled delivery exit, and displays the current time, the scheduled delivery time, and the scheduled delivery exit.
In this case, since there is no change in the leaving schedule information and the privilege information, the control unit 121 of the mobile terminal 70 ends the process without transmitting a communication frame to the management device 38.

As described above, the control unit 88 of the management device 38 transmits information that prompts the passenger 24 of the vehicle 21 who is predicted to be crowded to change the scheduled delivery time. Therefore, the passenger 24 who is prompted to change the scheduled delivery time changes the scheduled delivery time, thereby varying the scheduled delivery time of each vehicle 21 and suppressing congestion when the parked vehicle 21 exits. Can do.
Moreover, the control part 88 transmits the information which prompts the passenger 24 of the vehicle 21 which is going to leave from the exit predicted to be crowded to change the planned leaving exit. Therefore, the passenger 24 who is prompted to change the planned exit exit changes the planned exit exit, thereby varying the planned exit exit of each vehicle 21 and suppressing congestion when the parked vehicle 21 exits. Can do.

Further, the control unit 88 proposes to delay the scheduled departure time for the passenger 24 of the vehicle 21 whose allowable delay time with respect to the scheduled departure time is a predetermined value or more. The possibility of delaying the time is increased, and the scheduled delivery times of the vehicles 21 can be effectively dispersed.
Moreover, since the control part 88 gives a privilege (coupon) with respect to the passenger 24 which changed the scheduled delivery time according to the proposal which delays the scheduled delivery time, the passenger 24 who was consulted about the said proposal is a vehicle. The possibility of delaying the 21 scheduled delivery times further increases, and the scheduled delivery times of the vehicles 21 can be effectively dispersed.

  Moreover, since the control part 88 gives a privilege (coupon) with respect to the passenger 24 who changed the scheduled delivery exit according to the information prompting the change of the scheduled delivery exit, the control unit 88 is prompted to change the planned delivery exit. The possibility that the passenger 24 changes the scheduled exit of the vehicles 21 is further increased, and the scheduled exits of the vehicles 21 can be effectively dispersed.

(When the allowable delay time is less than the predetermined value)
FIG. 20 shows an example of information prompting the user to change the leaving schedule information displayed on the display unit 123 of the portable terminal 70 of the passenger 24 whose allowable delay time is less than the predetermined value.
When the communication unit 120 receives the control frame from the management device 38, the control unit 121 of the portable terminal 70 issues a predetermined output command to the display unit 123 based on the control frame. As shown in FIG. 20, the display unit 123 that has received the output command displays a message indicating that the traffic at the scheduled exit is predicted and also displays a response button for selecting change of the scheduled delivery information.

In the illustrated example, as the response button, three types of buttons are displayed: “accelerate delivery”, “change scheduled delivery exit”, and “deliver as scheduled”.
Among these buttons, “accelerate delivery” suggests that the scheduled delivery time of the vehicle 21 is advanced, and “change the scheduled delivery exit” prompts the change of the planned delivery exit of the vehicle 21. It is. In the example shown in the figure, “accelerate delivery” and “change the scheduled delivery exit” are displayed as the response buttons, but at least one of them may be displayed.

FIG. 21A is an example of a screen displayed by the display unit 123 when “accelerate shipping” is selected on the screen of FIG.
As shown in FIG. 21A, the display unit 123 displays the current time and the scheduled delivery time before the change, and also displays a response button for selecting the scheduled delivery time after the change. This response button is generated based on the congestion information included in the control frame.

In the example of FIG. 21A, the time for each predetermined time from the scheduled delivery time before the change to 1 hour before is displayed as a response button. Of these times, when there is a time earlier than the current time, the time is not displayed.
Accordingly, in the example shown in the figure, “19:15”, “19:30”, and “19:45” are displayed as response buttons.

Of the display times displayed as response buttons, the display time that is predicted to be crowded is displayed as “crowded” next to the display time, and the display time cannot be selected, and is not expected to be crowded. At the displayed time, “Empty” is displayed beside the displayed time, and the displayed time can be selected.
In the illustrated example, “19:15” and “19:30” are displayed as “empty” beside them, so that the passenger 24 can select one of these display times. On the other hand, since “19:45” is displayed as “Mixed” next to it, the passenger 24 cannot select the display time.

FIG. 21B is an example of a screen displayed by the display unit 123 when, for example, “19:15” is selected on the screen of FIG.
As shown in FIG. 21 (b), the display unit 123 displays a response button for selecting a coupon, which is a privilege to be given to the passenger, while displaying the current time and the scheduled departure time after the change. In the illustrated example, two types of response buttons “parking lot discount ticket” and “in-store discount ticket” are displayed. The passenger 24 can select one of these two types of response buttons.
Note that the discount amount of the coupon may be changed according to the time when the passenger 24 has advanced the scheduled departure time, and the discount amount may be displayed on the display unit 123.

When the passenger 24 finishes selecting a coupon, the control unit 121 of the portable terminal 70 stores the changed scheduled delivery time in the storage area A7 of the communication frame and stores the selected coupon as privilege information.
Then, the control unit 121 outputs a command for transmitting the communication frame to the management device 38 to the communication unit 120. The communication unit 120 transmits a control frame to the management device 38 according to the command.

In the screen of FIG. 20, the screen that is displayed when “change the scheduled exit for exit” is selected is the screen that is displayed when the above-described allowable delay time is greater than or equal to a predetermined value. ), The description is omitted.
Similarly, in the screen of FIG. 20, the screen displayed when “depart as planned” is selected is the same screen as FIG. 19 displayed when the above-described allowable delay time is equal to or greater than a predetermined value. The description is omitted.

As described above, the control unit 88 proposes that the passenger 24 of the vehicle 21 whose allowable delay time with respect to the scheduled departure time is less than a predetermined value is advanced, so that the passenger 24 can move the vehicle 21. The possibility of advancing the scheduled delivery time of the vehicle increases, and the scheduled delivery time of each vehicle 21 can be effectively dispersed.
Moreover, since the control part 88 provides a privilege (coupon) with respect to the passenger 24 which changed the scheduled delivery time according to the proposal which advances the scheduled delivery time, the passenger 24 who was consulted about the said proposal is a vehicle. The possibility of advancing the scheduled delivery times of 21 is further increased, and the scheduled delivery times of the vehicles 21 can be effectively dispersed.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the meanings described above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1: Building 2: Parking lot 3: Fence 4: Entrance 5A: Exit 5B: Exit 6: Entrance / exit 7: Dedicated entrance / exit 8: Mixed area 9: Dedicated area 9A Dedicated general area 9B Dedicated large area 11: Parking area 12 in mixed area : Aisle 13: Parking area in dedicated general area 14: Parking area in dedicated large area 15: Management room 20: Vehicle 21: Autonomous driving vehicle 22: Supporting driving vehicle 23: Manual driving vehicle 24: Passenger 30: Management system 31: Roadside communication device 33: surveillance camera 37: router 38: management device (parking management device)
50: Control system 51: Central control unit (operation control unit)
52: Bus 53: Input / output interface 54: In-vehicle communication device 55: Travel control unit 56: Steering control unit 57: Navigation device 58: First sensor 59: Second sensor 70: Portable terminal 81: Communication unit 82: Control unit 83 : Storage unit 84: Antenna 88: Control unit (management control unit)
89: Internal bus 90: Input / output interface 91: Communication unit (acquisition unit)
92: drive 93: storage unit 94: output unit 95: input unit 104: communication unit 105: control unit 106: storage unit 107: antenna 120: communication unit 121: control unit 122: storage unit 123: display unit 124: operation unit 125: Antenna

Claims (10)

A parking management device that manages parking of vehicles in a parking area,
An acquisition unit for acquiring exit schedule information which is information relating to the exit schedule of the vehicle;
Control that predicts the congestion situation at the exit of the parking area based on the acquired exit schedule information and outputs a command to transmit information prompting a change of the exit schedule information to a passenger who is predicted to be congested And a parking management device comprising: The leaving schedule information includes a scheduled leaving time of the vehicle,
The parking control device according to claim 1, wherein the control unit outputs a command to transmit information prompting a passenger of a vehicle predicted to be crowded to change the scheduled delivery time. The exit schedule information includes an exit exit of the vehicle among a plurality of exits formed in the parking area,
The control unit predicts a congestion situation for each exit based on the acquired exit schedule information, and information that prompts a passenger of a vehicle scheduled to exit from the exit predicted to be congested to change the exit schedule The parking management device according to claim 1 or 2, wherein a command for transmitting the command is output. The outgoing schedule information includes an allowable delay time with respect to the outgoing scheduled time of the vehicle,
When the allowable delay time of the acquired departure schedule information is equal to or greater than a predetermined value, the control unit sends an instruction to send information suggesting that the scheduled departure time is delayed to a passenger of the vehicle having the allowable delay time The parking management device according to any one of claims 1 to 3, wherein: The outgoing schedule information includes an allowable delay time with respect to the outgoing scheduled time of the vehicle,
The control unit, when the allowable delay time of the acquired departure schedule information is less than a predetermined value, transmits a command to send information suggesting that the scheduled departure time is advanced to a passenger of the vehicle having the allowable delay time The parking management device according to any one of claims 1 to 4, wherein:   The said control part is a parking management apparatus of Claim 4 or Claim 5 which provides a privilege with respect to the said passenger who changed the scheduled delivery time according to the said information to propose.   The said control part is a parking management apparatus of Claim 3 which provides a privilege with respect to the said passenger who changed the scheduled delivery exit according to the information which prompts the change of the said scheduled delivery exit.   The control unit calculates a necessary number of vehicles necessary to eliminate the predicted congestion situation, and issues a delivery to a predetermined number of passengers more than the necessary number of vehicles among the passengers predicted to be congested. The parking management device according to claim 1 or 2, wherein a command for transmitting information prompting to change the schedule information is output.   The computer program for functioning a computer as a parking management apparatus of any one of Claims 1-8. A parking management method for managing parking of vehicles in a parking area,
Obtaining exit schedule information that is information relating to the exit schedule of the vehicle;
Predicting the congestion status at the exit of the parking area based on the acquired departure schedule information;
Outputting a command for transmitting information prompting the passenger of the vehicle predicted to be crowded to change the shipping schedule information, to a parking management method.

Images