WO2021180738A1

WO2021180738A1 - System, installation and method for optimum use of a parking area

Info

Publication number: WO2021180738A1
Application number: PCT/EP2021/055946
Authority: WO
Inventors: Klaus Manns
Original assignee: Klaus Manns
Priority date: 2020-03-10
Filing date: 2021-03-09
Publication date: 2021-09-16
Also published as: EP4118633A1

Abstract

Installation for optimum use of parking areas for motor vehicles, having at least one access road and at least one exit road, wherein at least one parking area can be entered via the at least one access road and can be left via the at least one exit road; a third parking area which has at least two rows of parking spaces, and wherein each row of parking spaces has at least one parking space, in particular at least two parking spaces in succession; a fourth parking area which has at least two rows of parking spaces, and wherein each row of parking spaces has at least two parking spaces in succession; at least one input and output apparatus; a detection device for detecting an occupancy state of the fourth parking area; a control device which is configured to determine a parking space for an entering motor vehicle on the basis of the occupancy state of the fourth parking area, as detected by the detection device, on the basis of remaining usage times of occupied parking spaces in the fourth parking area and on the basis of an input which has been captured using the input and output apparatus and to output information relating to the parking space by means of the input and output apparatus, and wherein the parking space determined by the control device has a longer usage time than the remaining usage times of the occupied parking spaces in the respective row of parking spaces.

Description

System, installation and process for the optimal use of a parking space

Technical area

The present invention relates to a system for the optimal use of a parking space for motor vehicles. The present invention also relates to a system for the optimal use of a parking space for motor vehicles. The present invention also relates to a method for the optimal use of a parking space for motor vehicles.

State of the art

Known systems for the optimal use of a parking space, the parking space having several rows of parking spaces, have several detection units for detecting an occupancy status of each row of parking spaces. Here, however, only the remaining length behind the last vehicle is measured. The determination of the occupancy status of the parking space is therefore inaccurate. As a result, the utilization of the parking space based on the detected occupancy status of the parking space is not optimal. There is also increased effort, since known systems for utilizing a parking space each have one detection unit per parking row row. Other systems for optimal use of a parking space have a space requirement for planning sensible waiting areas in front of the respective parking space. The possible uses of such systems can therefore be limited.

Presentation of the invention

The object of the invention is to enable an optimal use of a parking space based on the occupancy of each parking space in the parking space, to provide a system for such an optimal use and at the same time to reduce the complexity, the technical effort and the maintenance effort and the costs overall. The invention also serves to keep the range of idle times flexible and unrestricted, despite row parking, and to ensure traffic safety through planning precautions. This object is achieved by the subjects of the independent claims. Advantageous configurations with expedient developments of the invention are specified in the respective subclaims.

A first aspect of the invention relates to a system for the optimal use of a parking space for motor vehicles. The parking space can be located, for example, on a freeway, a country road or a motor vehicle, but other parking spaces can also be considered regardless of their location with respect to a street. The optimal use of the parking space can mean minimizing the time in which each of the parking spaces in the parking space is unoccupied. Motor vehicles or motor vehicles can be commercial vehicles, in particular commercial vehicles for transporting people or commercial vehicles for transporting loads, in particular trucks, such as

Be tractor units with semi-trailers, trucks without a trailer and / or trucks with a trailer. The parking space has at least two at least partially adjacent, at least optically identified parking space rows. The visual marking can be a floor marking. The optical marking can have a lane marking. The optical identification can have a light identification. Two at least partially adjacent rows of parking spaces have at least one area of overlapping or tangent boundaries of the respective parking space rows. In other words, two adjacent rows of parking spaces can adjoin one another at least in part. For example, two at least partially adjacent rows of parking spaces can be offset from one another with respect to the height of the row of parking spaces. Each row of parking spaces has at least two parking spaces one behind the other. However, each row of parking spaces can also have more than two parking spaces one behind the other. Parking spaces can be visually marked, but do not have to be. They can be variable (over time) in their lengths along the direction of extent of the associated row of parking spaces and advantageously result from the length of each individual vehicle that is parked on the respective parking space, possibly additionally with a distance surcharge. In other words, a parking stand in the sense of this description is to be understood as a section of variable length in a row of parking stands, the length of which is derived from the length of a motor vehicle parked thereon and thus, for example, can be a section of variable length with a minimum length and a maximum length. A parking space can have rows of parking spaces, with different rows of parking spaces having a different number of parking spaces. Each parking space in the parking space can be dimensioned in such a way that a motor vehicle can park on it.

The system has a detection device for detecting an occupancy status of the parking space. The occupancy state of the parking space can be an occupancy state of all rows of parking spaces in the parking space. The occupancy state of the parking space can be an occupancy state of all parking spaces in the parking space. The occupancy status can include at least information about a location of occupancy within the parking space, such as information about the occupied parking space and / or information about the length of the occupied parking space within the parking space row and / or the length of the occupied space within the parking space row. The detection device has at least one detection unit. The detection device can have more than one detection unit, preferably at different positions in the parking space. The at least one detection unit can be set up to detect the occupancy status of at least one, preferably two, rows of parking spaces. The at least one detection unit can be set up to detect the occupancy status of parking spaces in different parking space rows. The occupancy state of a row of parking spaces can have the state of occupancy of the parking spaces in the row of parking spaces. The occupancy state of a parking space can have at least one of the two states, occupied or free.

The system has a control device which is set up to determine standing times for the rows of parking spaces based on the occupancy status of the parking space detected by the detection device, based on remaining idle times of occupied parking spaces and based on predefined standard idle times. The control device can have a computer on which a computer program product is stored and executed in order to determine the idle times for the rows of parking spaces. A basis on the occupancy state of the parking space detected by the detection device can be based on the occupancy state of the rows of parking spaces and / or as detected by the detection device have an occupancy state of the parking spaces detected by the detection device. Occupied parking spaces can be parking spaces on which vehicles are already parked. The remaining idle time of an occupied parking space can be the remaining idle time of a motor vehicle parked on it. Standard service lives can be service lives that are requested particularly frequently, with the standard service lives being able to be predefined, ie the standard service lives can be adapted if necessary to a changed demand for service lives. The determination of standing times for the rows of parking spaces can include an assignment of standing times for the rows of parking spaces. An individual idle time can be determined for each individual row of parking spaces in the parking area. A standing time can be determined for one or more rows of parking spaces and assigned to them.

The system can have a display device which has at least one display unit. The display device is set up to display the idle times determined by the control device for the rows of parking spaces. The display of the specific parking times can include a display of the specific parking times for free rows of parking spaces. Displaying the service life simplifies or reduces complexity.

The control device is set up here to determine the downtime of each row of parking spaces in such a way that the determined downtime is longer than the individual remaining downtimes of the occupied parking spaces in the respective row of parking spaces. The remaining idle time of a parking space can be calculated by the control device by the control device calculating the time that has elapsed since the beginning of the parking of the vehicle on the parking space from the time of the parking space associated with the parking space displayed at the beginning of the parking, ie the entry of the vehicle into the parking space Parking row pulls off. The downtime of each row of parking spaces determined by the control device can be the downtime of each row of free parking spaces determined by the control device. A free row of parking spaces is a row of parking spaces in which at least the parking space closest to the access road is not occupied. A more extensive algorithm, such as, for example, a more complex calculation of the idle times assigned to the rows of parking spaces based on further parameters, can be integrated, but is not required. By using such a system for optimal utilization of a parking space, it is possible to detect an occupancy state of each parking space in the parking space with the detection device. At the same time, the display of the standing times for each row of parking stands can prevent application errors by a motor vehicle driver. In a preferred embodiment, the use of detection units that are set up to detect the occupancy status of at least two of the parking row rows and the possibility of a space-saving display by displaying the idle times, a drastic reduction of the necessary components of the system and their dimensioning are possible, which lowers the acquisition and maintenance costs.

In a further embodiment, the at least one detection unit has an area laser scanner. The area laser scanner can have a laser scanner rotating about an axis, which can measure a distance to a point. The measurement of distances to points can take place in a surface described by the rotational movement. Correspondingly, the area laser scanner can measure distances to objects in the plane and thus in the parking area. The system can have more than one such detection unit.

In a further embodiment, the display device has at least two display units. The at least two display units can be arranged at different positions in the parking space. The at least two display units can display the same information or different information.

Advantageously, by using a plurality of display units, the information to be displayed by the display device, for example the idle times of the parking row rows and possibly the parking row numbers, can be used

Parking row number indicates the number of the parking row within the parking space, are clearly displayed for a motor vehicle driver. In a further embodiment, at least one display unit has a variable and a static display part. The variable display part of the display unit can be adjustable, preferably by the control device. The variable display part of the display unit can display the idle time of a row of parking spaces determined by the control device. The static display part of the display unit can display the parking row number.

As a result of the design of the display unit with a variable and a static display part, the display unit can be constructed lighter and thus a display unit holder on which the display unit can be held can be constructed in a lighter, more space-saving and cost-saving manner.

In a further embodiment, at least one display unit has a symbolic display part. The symbolic display part can have a pictogram which is as internationally understandable as possible for truck drivers and which identifies the function of the associated variable information. The pictogram can indicate that the number of the variable display part represents the idle time or idle time.

By having a symbolic display part, the at least one display unit can be made smaller. Due to the smaller dimensioning of the display unit, the display unit holder can also be dimensioned smaller. A smaller dimensioning can reduce the hazard potential of parts of the display unit that may fall down into the parking space. In other words, better adaptation to the physical restrictions is possible through the use of a symbolic display part, since information can be reliably transmitted to a user even if the dimensions and weight of the display unit are severely restricted. The static display part can have a symbolic display part of the display unit.

In a further embodiment, at least one display unit is set up to display the idle times for a parking space zone. The parking zone shows here At least two rows of parking spaces The entire parking space can thus be divided into parking space zones, the standing times of which are displayed on a display unit assigned to the parking space zone. Different parking space zones of a parking space can have a different number of parking space rows and / or parking spaces. Standing times for a parking space zone can be, on the one hand, a standing time for the entire parking space zone or different standing times for different rows of parking spaces in the parking space zone.

By displaying the idle times for the parking space zone, the idle times can be displayed spatially close to the parking spaces in the parking space zone, while at the same time the number of necessary display units can be reduced to a minimum. This makes it easier for a user to read the standing times from the display unit, since the path between the displayed standing time and the parking stand is shortened. At the same time, by minimizing the number of necessary display units, the acquisition and maintenance costs can be minimized and the overall system can be simplified in terms of its technical design. By designing the parking space with differently sized parking space zones, the parking space can be subdivided into parking space zones for specific idle times as required.

In a further embodiment, at least one display unit is set up to display the idle times for all rows of parking spaces in the parking space. Displaying the standing times for all rows of parking spaces in the parking space can mean displaying the standing times for all free rows of parking spaces in the parking space. In addition, the system can have further display units.

By using a single display unit to display all idle times, the acquisition and maintenance costs can be minimized and the overall system can be simplified. The spatial restrictions due to the limited space available for installation can also be taken into account. By using a display unit to display all parking times of the rows of parking spaces in combination with further display units, information about parking times can be added to the Rows of parking spaces at several positions in the parking space can be obtained by a user of the system.

In a further embodiment, a display unit is assigned to each row of parking spaces. Each display unit assigned to a row of parking spaces can be arranged in the immediate vicinity of the row of parking spaces. For example, each display unit can be arranged at the beginning of each row of parking spaces. Each display unit assigned to a row of parking spaces is set up to display the idle time of the respective row of parking spaces.

Use of the system by the user can preferably be simplified as a result, since a displayed idle time can easily be assigned to a row of parking spaces. There is also the technical advantage of the possible reduction of the display unit to a variable display of only one number with, for example, two digits, which in turn affects the weight and dimensioning of the display units.

In a further embodiment, the control device is set up to determine the idle times based on the time of day and / or based on the calendar day. The predefined standard idle times can be predefined as a function of the time of day and / or as a function of the calendar day.

Advantageously, an offer of the idle times by the system can be adapted to the time of day and calendar day-dependent demand by the user. For example, the offer of idle times can be adjusted on a public holiday that falls on a working day. For example, shorter idle times during the day and longer idle times at night can also be increasingly offered.

In a further embodiment, the system has a communication device. The communication device can communicate with a motor vehicle. The communication device can have a transceiver for radio-based communication with the motor vehicle. The communication device can have a WLAN router, which is connected to a WLAN router of the motor vehicle can communicate. Alternatively or additionally, the communication device can communicate with the motor vehicle by means of radio according to a mobile radio standard. The communication device is set up to communicate to the motor vehicle at least one idle time of the associated row of parking spaces, as determined by the control device, as well as information about the associated row of parking spaces. The communication of the standing time and the information about the associated row of parking spaces on the motor vehicle can take place before the motor vehicle enters the parking space. Information about the associated row of parking spaces can include the position and / or the row number of the row of parking spaces. Such a system can communicate with motor vehicles via a Car-to-X system.

Advantageously, the time necessary for the user's orientation and decision, which is necessary before a vehicle driven by the user enters a row of parking spaces, can be minimized in that the user can receive standing times at the rows of parking spaces before entering the parking space.

Another aspect of the invention relates to a system for the optimal use of a parking space for motor vehicles. The system has at least two at least partially adjacent rows of parking spaces. Each row of parking spaces has at least two parking spaces one behind the other. The facility has an access road and an exit road. The parking space is accessible via the access road and can be left via the exit road. The plant has a system according to one aspect of the invention. Such a system can thus be set up to be telematically controllable.

In a further embodiment, the access road and the exit road of the system are aligned essentially parallel to one another. The access road and the exit road can essentially be aligned parallel to one another in a projection plane which is parallel to the parking space.

As a result of the essentially parallel orientation of the access road to the exit road, the orientation of a user, for example a motor vehicle driver, in the Parking space can be facilitated. This can increase the security of use of the system.

In a further embodiment, at least one display unit is arranged on the side of the access road opposite the parking space. The display unit is preferably arranged on a post. For example, each row of parking spaces can be assigned a display unit on or on a post which is arranged on the side of the access road opposite the row of parking spaces. In this embodiment, further display units of the display device can thus be dispensed with.

Advantageously, this makes it easier to assign a standing time to a row of parking spaces, while at the same time the space of the parking space to be driven into by the motor vehicle is not reduced by setting up the display units therein.

In one embodiment of the invention, the system has at least one traffic island between two rows of parking spaces. A traffic island can have an optically marked area between two rows of parking spaces. A traffic island can also have a structural elevation between two rows of parking spaces. At least one display unit is arranged on the traffic island. For example, the system can have a traffic island between every second row of parking spaces.

Advantageously, display units which are arranged on traffic islands are better protected against collisions with motor vehicles. Thus, the reliability of use of the system can be increased and maintenance costs of the system can be reduced.

In a further embodiment, at least one display unit is arranged at the beginning of the access road. The display unit is set up to display the idle time of at least two rows of parking spaces. The display unit can be set up to display the idle time of all rows of parking spaces in the parking space. The display unit at the beginning of the access road can be arranged on a post. By arranging a display unit at the beginning of the access road to the parking space, the total number of display units to be used in the display device of the system can be reduced to a minimum. This can reduce the technical complexity of the system.

In a further embodiment, the system has a bridge. The bridge can be a sign bridge, for example. The bridge can have a steel girder construction. The bridge is installed over at least two rows of parking spaces. However, the bridge can also be attached over more than two rows of parking spaces, for example across all rows of parking spaces in the parking space. At least one display unit is attached to this bridge. However, more than one display unit can also be attached to the bridge, for example a display unit for each row of parking spaces can be attached to the bridge at the level of the row of parking spaces along the access road, such a bridge advantageously being attached over all rows of parking spaces in the parking space.

By using a bridge to attach a display unit, the user of the system can ensure an exact assignment of the standing time, which is displayed on the display unit, to the row of parking spaces, whereby the display of the standing time alone can significantly reduce the dimensions of the display units. which in turn has a positive effect on the necessary dimensioning of the bridge. The design of the display thus also has a positive technical effect here.

In a further embodiment, the system has at least one mast. The mast can preferably be higher than the permissible height of the motor vehicle in the parking space. In one embodiment, the mast can be smaller and / or the same height as the permissible height of the motor vehicle. The mast can be a metal mast. At least one detection unit is mounted on the mast. The at least one detection unit can be mounted on the mast at a distance from the mast, for example via an arm. The system can have several masts, with a detection unit advantageously being able to be mounted on each mast. By mounting at least one detection unit on the mast, it is possible to detect the occupancy state of several rows of parking spaces with the detection unit, since the detection unit can detect the occupancy state of parking spaces across parked motor vehicles. As a result, the total number of detection units to be used in the detection device of the system can be reduced compared with a system without masts. Furthermore, by using a spacer arm between the mast and the detection unit, the detection area of the detection unit can be changed and adapted to the local conditions of the parking space. The loading of the bridges can also be reduced by mounting the detection units on masts instead of mounting them on bridges.

In a further embodiment, at least one detection unit, which is mounted on the mast, is pivotable about the mast and / or rotatable about its own axis. Its own axis can run vertically through the detection unit. A spacer arm, via which the detection unit is mounted on the mast, can be pivotable about the mast. As a result, the at least one detection unit can be pivoted about the mast at a distance from the mast. Alternatively or additionally, the detection unit on the spacer arm can be rotatable about its own axis.

A detection shadow of the detection unit, caused by the mast, can thus be reduced or avoided. The total number of detection units to be used of the detection device of the system can be further reduced compared with a conventional system.

In a further embodiment, the system has at least one input and output device. The input and output device can have a stationary terminal. The stationary terminal can be operated using physical input and output devices. The system has a second parking space, which forms a further parking space in addition to a first parking space according to one of the embodiments of the invention described above. The second parking space has at least two at least partially adjacent, at least optically marked Rows of parking stands. Each row of parking spaces has at least two parking spaces one behind the other. The rows of parking spaces in the second parking space can be aligned essentially parallel to the rows of parking spaces in the first parking space. A parking area can have the first and the second parking space, wherein the first and the second parking space can be structurally separated from one another. The system has a further detection device for detecting an occupancy status of the second parking space. The occupancy state of the second parking space can have an occupancy state of the parking rows of the second parking space and / or the occupancy state of the parking spaces in the second parking space. The further detection device has at least one detection unit. The at least one detection unit detects the occupancy status of at least two rows of parking spaces. The at least two rows of parking spaces can be at least partially adjacent to one another. The system has a further control device. The further control device is set up, based on the occupancy state of the second parking space detected by the further detection device, based on remaining idle times of occupied parking spaces in the second parking space and based on an input that has been recorded with the input and output device, to assign a parking space for a motor vehicle determine. Determining the parking space for a motor vehicle can include assigning a parking space to a motor vehicle. The input that has been recorded with the input and output device can have been made by a motor vehicle driver. The input can include information about a desired idle time of the motor vehicle driver. The downtime can be freely selected by the driver. For example, the driver can select a downtime from a pre-selection of particularly popular downtimes, such as 45 minutes or 9 hours of downtime. Alternatively, the driver can choose any desired idle time, advantageously in one area. For example, a driver can enter any idle time between 15 minutes and 11 hours. The further control device is set up to output information on the parking space by means of the input and output device, preferably to the motor vehicle driver. The output by means of the input and output device to the motor vehicle can include a display of the information on the parking space on the input and output device with input and output means. The parking level determined by the control device has a longer idle time than the occupied parking spaces of the respective parking space row have remaining idle times.

Advantageously, the parking space can be optimally used by actively assigning a parking space to a motor vehicle. In combination with a detection of the occupancy status of the second parking space, incorrect behavior of a motor vehicle driver, such as parking on a parking space not assigned to the motor vehicle driver, can be detected by the system of the installation and taken into account when determining parking spaces for motor vehicle drivers in the future.

In a further embodiment, the system has a second access road and a second exit road. The second parking space is accessible via the second access road. The second parking space can be exited via the second exit road. The second access road and the second exit road of the second parking space can be oriented essentially parallel to one another, but do not have to be. Alternatively, the alignment of the access road to the exit road can be adapted to the surroundings of the parking space or the facility. So it can be advantageous to align the access road at a certain angle to the exit road.

In a further embodiment, an access road start of the second access road begins at an access road end of the access road to the first parking space. The start of the access road is the beginning of the access road. The end of the access road is the end of the access road. The access road to the first parking space can open into the access road to the second parking space, preferably in an imaginary extension into the access road to the first parking space. The access road to the first parking space has a waiting area for the second parking space. The waiting area can be used by vehicles in front of the entrance to the second parking space and the second access road. The waiting area can preferably be used prior to an input at the input and output device.

Such an arrangement of the waiting area of the second parking space in the access road to the first parking space can optimize the necessary longitudinal extension of the entire parking space, which includes the first and the second parking space will. By designing the access road to the first parking space as a waiting area for the second parking space, the access road to the first parking space serves two functions.

In a further embodiment, the system has a waiting area between the second access road and the access road to the first parking space. A

Waiting area according to this embodiment can thus be formed separately from the first and the second access road. The waiting area can be reached via the access road to the first parking space. The waiting area can be exited via the second access road.

Advantageously, the access road to the first parking space can thus be used independently of the occupancy of the waiting area of the second parking space for driving into the

Rows of parking spaces in the first parking space can be used.

According to a further embodiment, the system has a barrier on

At the beginning of the access road, take the second access road. The barrier can be arranged at the end of the waiting area. The barrier can be arranged at the access road end of the access road to the first parking space, in particular if the

The access road of the first parking space has the waiting area.

By using a barrier at the start of the access road of the second access road to the second parking space, an input by the motor vehicle driver can be forced before entering the second parking space. In this way, the reliability of use of the system can be increased.

According to a further embodiment, the input and output device is arranged in front of the second access road to the second parking space. The input and output device can preferably be arranged in front of the barrier.

By arranging the input and output device in front of the barrier, the motor vehicle driver can be informed of the use of the input and output device. The arrangement of the input and output device in front of the second On the access road, the input at the input and output device can be made by the motor vehicle driver before entering the second parking space. The user-friendliness of the system can thereby be increased, since a motor vehicle driver does not have to drive into the second parking space in order to be able to operate the input and output device. The choice of a different service life, which can also be a short service life, is still possible in a way that differs from the service life offered by the input and output device.

According to a further embodiment, the input and output device has an input and output communication unit. The input and output communication unit can have a radio-based communication unit. The input and output communication unit is set up to communicate with a motor vehicle and / or with a motor vehicle driver. The motor vehicle driver can belong to a user group which has rights to communicate with the input and output communication unit. The input and output communication unit can be set up to communicate with a motor vehicle which is not located in the second parking space. It is possible, for example, to use the input and output communication unit to record an input from the motor vehicle and / or from the motor vehicle driver while the motor vehicle is approaching the parking space, but is not yet at the input and output unit. Information on the parking space can also be output to the motor vehicle by means of the input and output communication unit.

Thus, a motor vehicle driver can communicate a parking space request before arriving at the second parking space and can advantageously be assigned a parking space. This can increase the planning reliability of a parking process for a motor vehicle on a system according to one of the embodiments.

Another aspect of the invention relates to a method for optimal use of a parking space for motor vehicles. The parking space has at least two at least partially adjacent, at least optically identified parking space rows. Each row of parking spaces has at least two parking spaces of variable length, one behind the other. The method has a step of detecting an occupancy state of the parking space with a detection device. The detection device has at least one detection unit. The detection unit detects the occupancy status of at least one, preferably two, rows of parking spaces. The detection device can have further detection units for detecting the occupancy status of rows of parking spaces and / or parking spaces.

The method also has a step of determining idle times for the rows of parking spaces with a control device. The step of determining is based on the step of detecting the occupancy status of the parking space with the detection device, on remaining idle times of occupied parking spaces and on predefined standard idle times. The step of determining idle times with the control device takes place so that the determined idle time of each row of parking spaces is longer than the individual remaining times of the occupied parking spaces of the respective row of parking spaces.

The method has a step of displaying, based on the step of determining standing times for the rows of parking spaces with the control device, determined standing times for the rows of parking spaces with a display device.

Another aspect of the invention relates to a system for the optimal use of parking spaces for motor vehicles. The motor vehicle can be a passenger car and / or a truck. The installation has at least one access road and at least one exit road, at least one parking space being accessible via the at least one access road and being able to be exited via the at least one exit road. A parking space can be a parking space as described above. A parking space, which can be accessed via the at least one access road, can be located behind the access road in the direction of travel. The parking space, which can be left via the at least one exit road, can be located in the direction of travel in front of the exit road. The facility has a third parking space, which has at least two at least partially adjacent, at least optically identified parking space rows, and each parking space row has at least one, in particular at least two parking spaces one behind the other. The system has a fourth parking space which has at least two at least partially adjacent, at least optically identified parking space rows and each parking space row having at least two parking spaces one behind the other. The third parking space and the fourth parking space can be structurally separated from one another, in particular by a traffic island, which can be at least partially located between the third and fourth parking spaces. The system has an input and output device. The input and output device can be an input and output device as described above. The system has a detection device for detecting an occupancy state of at least one parking space, in particular a detection device for detecting an occupancy state of the fourth parking space. The occupancy status can include at least information about a location of occupancy within the parking space, such as information about the occupied parking space, and / or information about the length of the occupied parking space within the parking space row and / or the length of the occupied space within the parking space row. The occupancy status can contain information on the remaining idle times of occupied parking spaces. The system can have a detection device for detecting an occupancy state of the third parking space. The system can have several detection devices for detecting an occupancy status of the third and / or the fourth parking space. The detection device can be a detection device as described above. In particular, the detection device can have at least one detection unit which detects the occupancy status of at least one, preferably two, rows of parking spaces. The system has a control device, which is set up based on the occupancy status of at least one parking space, preferably the fourth parking space, detected by the detection device, based on remaining idle times of occupied parking spaces in the parking space, preferably the fourth parking space, and based on an input that corresponds to the Input and output device has been detected to determine a parking space for an entering motor vehicle and to output information about the parking space by means of the input and output device. The parking space determined by the control device has a longer idle time than the occupied parking spaces of the respective parking lot row have remaining idle times. Alternatively or In addition, the control device can be set up to determine a parking space based on the occupancy states of the third and / or fourth parking space detected by one and / or more detection devices, based on remaining parking times of occupied parking spaces in the third and / or fourth parking space and based on the input.

The above aspect can also be designed in such a way that an input and output device is dispensed with and the system displays idle times or down times via display devices. The control device is adapted accordingly to calculate such a service life. The departure time can optionally be determined based on the calculated service life, which also includes a direct calculation of the service life.

In a further embodiment of the invention, the system has an access road over which the system can be driven. The access road can connect the facility with a road on which the facility is located. In particular, the system can be drivable from the street via the access road. The road can be, for example, a motorway, a country road or an expressway. The third parking space is accessible via a third access road and can be exited via a third exit road. The fourth parking space is accessible via a fourth access road and can be exited via a fourth exit road. The third and fourth access roads are accessible via the access road. In other words, the third and fourth access roads are located at least partially behind part of the access road in the direction of travel.

In a further embodiment of the invention, the system has a waiting area. The waiting area can be designed at least as part of a traffic route of the system. The waiting area can be at least one or more trucks in length. For example, the waiting area can have a length of three trucks.

In a further embodiment of the invention, the input and output device is in front of an access road start of the fourth access road, in particular on one End of waiting area, arranged. The start of the access road of the fourth access road is the part of the fourth access road to be driven on first in the direction of travel. The end of the waiting area can be an end of the waiting area. A motor vehicle driver can advantageously drive into the fourth parking space after driving through the waiting area and passing the input and output device.

In a further embodiment of the invention, the third access road can be driven on from the access road. In other words, the third access road can be located behind the access road in the direction of travel. In particular, a third access road start can connect to the access road. The third access road and thus the third parking space can advantageously be accessed from the access road without driving into the waiting area.

In a further embodiment of the invention, the system has a barrier which is arranged in particular on the input and output device. In particular, the barrier can be arranged directly behind the input and output device in the direction of travel. The barrier can advantageously lead to increased safety of use of the system, since motor vehicle drivers who want to enter the parking spaces from a parking space located behind the barrier in the direction of travel are advised and / or forced to enter data on the input and output device. In one embodiment, the barrier can be replaced by a traffic light in compliance with the traffic rules and regulations applicable to the system and assuming that all vehicle drivers using the system will observe discipline. Alternatively, a traffic light can be arranged in addition to the barrier in order to increase the safety of the system. Instead of and / or in addition to the traffic light and / or barrier, another type of barrier, such as a retractable bollard, can also be used.

In a further embodiment of the invention, the waiting area can be accessed in the direction of travel after the access road and before the fourth access road. In other words, the waiting area is located behind the access road and in front of the fourth access road in the direction of travel. In a further embodiment of the invention, the system has a fifth parking space which can be accessed via the access road and which is set up in particular for passenger cars. The fifth parking space can be accessed via the driveway.

In a further embodiment of the invention, the waiting area is located in the direction of travel in front of the third access road, in particular the waiting area is formed separately from the access road and is arranged on the right in the direction of travel to the access road. The waiting area is thus designed as a right-hand threading. The entire waiting area can advantageously be located in front of the third access road. The start of the access road of the third access road can be located behind the input and output device. Advantageously, the separately designed waiting area allows the access road to be kept free even when vehicles are waiting in the waiting area. In such an embodiment, a motor vehicle driver who wishes to park on a parking space of the system can be given a parking space in the third parking space and / or a parking space in the fourth parking space by the input and output device.

In a further embodiment of the invention, part of the fourth exit road forms the third access road, the waiting area in particular being formed separately from the access road and being arranged on the left in the direction of travel to the access road. The access road can advantageously be kept free of vehicles waiting in the waiting area. Advantageously, after leaving the parking space of the fourth parking space via the part of the fourth exit road, a motor vehicle driver can enter the third parking space via the third access road. Thus, a motor vehicle driver who has to leave his parking space in the fourth parking space after his idle time can continue to park in the facility by the motor vehicle driver parking in a parking space in the third parking space.

In a further embodiment of the invention, the input and output device is located in such a way that it is located in the direction of travel after the start of the third access road and before the start of the fourth access road. The third parking space can be accessed via the third access road without passing through the input and output device. It is thus advantageously possible for motor vehicle drivers waiting in the waiting area to leave the waiting area while waiting in front of the input and output device and to park in a free parking space in the third parking space. In other words, a part of the waiting area can be located in the direction of travel before the start of the access road of the third access road and a complementary part of the waiting area can be located in the direction of travel after the start of the access road of the third access road.

In a further embodiment of the invention, part of the third access road forms the waiting area and the parking spaces in the third parking space are designed as individual parking spaces. In other words, part of the third parking space can be accessed via part of the third access road without driving into the waiting area, whereas the complementary part of the third parking space can be accessed via the part of the third access road which forms the waiting area. Thus, advantageously, at least part of the third parking space can always be used independently of motor vehicles waiting in the waiting area.

In a further embodiment of the invention, the third access road forms the waiting area. Motor vehicle drivers can advantageously leave the waiting area via the third parking space without having to pass the input and output device. Alternatively or additionally, motor vehicle drivers can park on parking spaces in the third parking space.

In a further embodiment of the invention, the waiting area can be left via the third exit road and the end of the waiting area is located directly at the start of the departure road of the third exit road. In other words, the start of the departure road of the third departure road can be driven directly from the end of the waiting area. The waiting area can thus advantageously be exited via the third exit road without having to pass the input and output device.

In a further embodiment of the invention, the system has a sixth parking space, which has a sixth access road, which is formed by the fourth exit road. A motor vehicle driver can thus be advantageous Park the motor vehicle in a parking space in the sixth parking space after leaving a parking space in the fourth parking space. Thus, the motor vehicle driver can continue to park in the system after the end of the standing time in the parking area of the fourth parking space.

In a further embodiment, the rows of parking spaces of the third and / or the rows of parking spaces of the fourth and / or the rows of parking spaces of the sixth parking space are aligned parallel to the street from which the facility can be driven. Alternatively or additionally, the rows of parking spaces in the third and / or the fourth and / or the sixth parking space are aligned transversely to the street. Alternatively or additionally, the rows of parking spaces at least one of the three parking spaces can be aligned parallel to the street and at the same time the rows of parking spaces of at least one further of the three parking spaces can be aligned transversely to the street. As a result, the area on which the system is based next to the road can advantageously be optimally used.

In a further embodiment of the invention, the third parking space is set up for passenger cars. The fourth parking space can advantageously be set up for trucks. This means that passenger cars and trucks can be separated on the system. This can increase the reliability of the system in use.

In a further embodiment of the invention, at least some of the parking spaces in the third parking space can be driven over from the access road. The part of the parking spaces in the third parking space can represent, for example, short-term parking spaces. Because the part of the parking spaces in the third parking space can be driven directly from the access road, it is advantageously possible to ensure that the part of the parking spaces in the third parking space can be driven onto and out of the part of the parking spaces directly.

In a further embodiment of the invention, the parking spaces of the third parking space can be accessed from the third access road. In particular, all of the parking spaces in the third parking space can be accessed from the third access road, in particular the access road for parking spaces in the third parking space being structurally accessible is separated. The structural separation can increase the safety of the system, since direct entry of the access road by people who are in the third parking space can be prevented by the structural separation.

In a further embodiment of the invention, the input and output device has an input and output communication unit, and the input and output communication unit is set up to communicate with the motor vehicle and / or with the motor vehicle driver. The input and output communication unit can be designed like a communication unit described above.

A further aspect of the invention relates to a system which has at least one access road and at least one exit road, at least one parking space being accessible via the at least one access road and being able to be exited via the at least one exit road. The system also has a seventh parking space, which has at least two at least partially adjacent, at least optically identified parking space rows and each parking space row having at least two parking spaces one behind the other. Furthermore, the system has an eighth parking space which has at least two at least partially adjacent, at least optically identified parking space rows and each parking space row having at least two parking spaces one behind the other. The system also has at least one input and output device and a detection device for detecting an occupancy state of at least one parking space. The system also has a control device which is set up based on the occupancy status of the at least one parking space detected by the detection device, based on remaining idle times of occupied parking spaces in the at least one parking space and based on an input that has been recorded with the input and output device to determine a parking space for an incoming motor vehicle and to output information about the parking space by means of the input and output device. The parking space determined by the control device has a longer standing time than the occupied parking spaces of the respective row of parking spaces have remaining standing times. Furthermore, the rows of parking spaces in the seventh parking space are aligned parallel to one another and at least some of the rows of parking spaces are from a first direction passable. Furthermore, the rows of parking spaces in the eighth parking space are aligned parallel to one another and at least some of the rows of parking spaces can be accessed from a second direction. The first direction and the second direction are different. The direction from which a row of parking spaces can be driven can be defined via the main direction of extent of the row of parking spaces. Each row of parking spaces can be designed in a straight line. The seventh and eighth parking spaces of the system can advantageously be arranged with respect to one another in such a way that the area on which the system is based can be optimally used. The accessibility of the rows of parking spaces in the seventh and eighth parking spaces from different directions can improve the utilization of the available space. The lengths of the rows of parking spaces in the seventh and / or eighth parking space can be different; alternatively or additionally, at least some of the rows of parking spaces in the seventh and / or eighth parking space can be of the same length.

In a further embodiment of the invention, the seventh parking space has a seventh access road and a seventh exit road, and the eighth parking space has an eighth entry road and an eighth exit road. In particular, the seventh parking space can be entered via the seventh access road and exited via the seventh exit road and the eighth parking space can be entered via the eighth access road and can be exited via the eighth exit road.

In a further embodiment of the invention, the rows of parking spaces in the seventh parking space are aligned parallel to the rows of parking spaces in the eighth parking space. In other words, the rows of parking spaces in the seventh parking space can be driven on in the opposite direction to the rows of parking spaces in the eighth parking space be. The seventh parking space can be adjacent to the eighth parking space. In particular, the seventh and eighth parking spaces can be separated from one another by means of a structural separation. This can increase the safety of the system.

In a further embodiment, the seventh parking space is separated from the eighth parking space by a street, preferably by the entrance and / or exit street of the seventh and / or eighth parking space.

In a further embodiment of the invention, the exit road of the seventh parking space forms the access road of the eighth parking space. A traffic route of the installation can thus advantageously be used both as an access road and as an exit road, whereby the relative utilization of the installation with parking space areas can be improved.

In a further embodiment of the invention, the eighth access road can be left via the eighth parking space. In the embodiment, the eighth access road ends in a dead end, in particular the eighth access road can end in a dead end in the direction of travel. In other words, the eighth access road can only be left via the eighth parking space after driving on it. Alternatively or additionally, instead of the dead end, there can be a transition to an area of a gas station and / or a rest area, via which the eighth access road can be left in the direction of travel.

In a further embodiment of the invention, the system has a ninth parking space which has at least two at least partially adjacent, at least optically identified parking space rows and each parking space row having at least two parking spaces one behind the other. The rows of parking spaces in the ninth parking space are aligned parallel to each other. Both the seventh and the eighth parking space are separated from the ninth parking space by at least one access road and / or exit road. Due to the spatial separation of the seventh, eighth and ninth parking spaces from one another by access and / or exit roads, the parking spaces can be entered and exited independently of the occupancy status of the other parking spaces. This can increase the flexibility of the occupancy of the Raise the system with motor vehicles to the parking spaces in the parking spaces. In addition, when the individual parking spaces are used for certain motor vehicles and / or idle times, the safety of use of the system can be increased, since the parking spaces are clearly separated from one another.

In a further embodiment of the invention, part of the seventh access road forms part of the eighth access road. In other words, a part of the seventh parking space can be driven on from a street, from which a part of the eighth parking space can also be driven.

Another aspect of the invention relates to a system for the optimal use of a tenth parking space in a first and in a second state. The tenth parking space can be suitable for cars. The facility has an access road and an exit road, the tenth parking space being accessible via the access road and being able to be exited via the exit road. Furthermore, the system has at least two at least partially adjacent, at least optically identified parking space rows, each row of parking spaces having at least two parking spaces one behind the other in the first state of the parking space. The system also has at least one input and output device. The system also has a detection device for detecting an occupancy status of the tenth parking space. The system also has a control device which is set up, in a first state of the parking space, based on the occupancy state of the tenth parking space detected by the detection device, based on remaining idle times of occupied parking spaces in the tenth parking space, and based on an input that includes input and Output device has been detected to determine a parking space for an entering motor vehicle and to output information about the parking space by means of the input and output device. The parking space determined by the control device has a longer idle time than the occupied parking spaces of the respective parking lot row have remaining idle times. In a second state of the tenth parking space, the parking space has individual parking spaces for passenger cars, the individual parking spaces being accessible via at least one single parking space access road and being able to be exited via at least one individual parking space exit road, and the Individual parking spaces, the single parking space access road and single parking space exit road are formed on at least part of the rows of parking spaces. The individual parking spaces, the individual parking space access road and the individual parking space exit road can be visually identified. Individual parking spaces can represent parking spaces for a single passenger vehicle. Some of the rows of parking spaces can represent rows of parking spaces in their entire length and / or several rows of parking spaces. The system with the parking space can thus advantageously be operated in the first state at a first time, in particular during the night. Trucks can park in the parking space in the first state. The system can be operated with the parking space in the second state for a second time, in particular during a daytime, with passenger cars being able to park on the system. In this way, the system can be adapted as required to the demand for parking spaces for passenger cars and trucks, in particular as a function of the time of day.

In a further embodiment of the invention, in the second state of the parking space, the individual parking spaces run transversely to the rows of parking spaces and the at least one single parking space access road and at least one single parking space exit road of the individual parking spaces run along the rows of parking spaces. In particular, each individual parking space is located on at least two rows of parking spaces. In particular, the individual parking spaces can run at a right angle to the rows of parking spaces. The entry and exit roads of the individual parking spaces can run across the entry and exit roads of the tenth parking space. In particular, the entry and exit roads of the individual parking spaces can run at a right angle to the entry and exit roads of the tenth parking space. Advantageously, each individual parking stand can be independent from the occupancy state of every other individual parking space of the tenth parking space in the second state can be entered and left.

In a further embodiment of the invention, in the second state of the parking space, the individual parking spaces run along the rows of parking spaces and the access and exit roads of the individual parking spaces run transversely to the rows of parking spaces. Each individual parking space can be arranged entirely within a row of parking spaces. Each individual parking space can be entered and left in the second state regardless of the occupancy status of any other individual parking space in the tenth parking space. The access roads and exit roads of the individual parking spaces can run parallel to the access road and exit road of the tenth parking space. At least parts of the rows of parking spaces can form traffic routes. The access roads to the individual parking spaces can be accessed via at least one traffic route from the access road to the parking space. The exit roads of the individual parking spaces can be left via at least one traffic route and the exit road of the tenth parking space.

Another aspect of the invention relates to a system for the optimal use of parking spaces for motor vehicles, having at least one access road and at least one exit road, at least one parking space being accessible via the at least one access road and being able to be exited via the at least one exit road. Furthermore, the system has a third parking space, which has at least two at least partially adjacent, at least optically identified parking space rows and each parking space row having at least one, in particular at least two parking spaces one behind the other. Furthermore, the system has a fourth parking space, which has at least two at least partially adjacent, at least optically identified parking space rows and each parking space row having at least two parking spaces one behind the other. The system also has at least one input and output device; a detection device for detecting an occupancy state of the fourth parking space and a control device which is set up based on the occupancy state of the fourth parking space detected by the detection device, based on remaining idle times of occupied parking spaces in the fourth parking space and based on an input that has been recorded with the input and output device to determine a parking space for an entering motor vehicle and to output information on the parking space by means of the input and output device, and wherein the parking space determined by the control device has a longer downtime than the occupied parking spaces in the respective row of parking spaces have remaining idle times. The input and output device, the control device and the detection device can be designed as described above in the other aspects. For example, the input and output device can have a barrier. In particular, the detection device can have a detection unit with an area laser scanner as described in another aspect of the present invention, for example mounted in an elevated position, for example on a mast. The rows of parking spaces in the third parking space can be used for parking without specifying standing times and / or without specifying parking spaces for incoming motor vehicles. A fourth parking space with monitoring and specification of parking spaces for optimal use of the fourth parking space can thus advantageously be combined with a third parking space without a parking system. As previously described in another aspect, a combination of a fourth parking space and a third parking space with specification of parking spaces by the control device is alternatively possible. As an alternative or in addition, standing times for vehicles entering the third parking space can be specified, as described below.

In a further embodiment, the system has at least one display device which has at least one display unit, the display device being set up to display idle times for the rows of parking spaces in the third parking space. The display device can be designed at least partially like the display device in the aspects described above. In particular, the display device can at least partially have a static display part and / or at least partially a dynamic display part. In particular, according to one embodiment, the display device can only have static display parts, such as information relating to the row of parking spaces and / or the idle time of an assigned row of parking spaces. The standing times can, for example, be particularly frequently requested standard standing times, which are assigned to the parking row rows according to their expected frequency of demand could be. These purely static display units can, for example, be signs on the roadside and / or signs on the road surface. Advantageously, the display device can thus be designed to be inexpensive and easy to maintain, and at the same time control or guidance of the amount of parking at the parking spaces of the third parking space can be carried out in a simple manner by means of the display of the idle times on the display device. As an alternative or in addition, the display device can have a dynamic display part, as described below.

In a further embodiment, the system also has a further detection device for detecting an occupancy status of the third parking space. Furthermore, the control device is set up to determine standing times for the rows of parking spaces in the third parking space based on the occupancy status of the third parking space detected by the detection device, based on remaining idle times of occupied parking spaces in the third parking space and based on predefined standard idle times. The detection device can, for example, as described above, have an area laser scanner which can be set up to detect occupancy states of at least two adjacent parking space rows of the third parking space. In one embodiment, such an area laser scanner can be arranged in an elevated manner, for example on a mast. Alternatively or additionally, the detection device can be set up to detect the occupancy state of the third parking space by means of, for example, several detection units, wherein each detection unit can detect the occupancy state of a row of parking spaces in the third parking space. Furthermore, the display device is set up to display the idle times determined by the control device for the rows of parking spaces in the third parking space, the idle time determined by the control device for each row of parking spaces in the third parking space is longer than the individual remaining times of the occupied parking spaces in the respective row of parking spaces in the third parking space. A combined use of the system with a third parking space with determination of the idle times for rows of parking spaces by means of the control device based on the detected occupancy status of the third parking space with a use of the fourth parking space based on certain parking spaces is therefore advantageous depending on the occupancy status of the fourth parking space possible. Thus, both the third and the fourth parking space can be optimized, that is, by using certain parking spaces or downtimes for rows of parking spaces depending on the occupancy states, while at the same time the arrangement of the two parking spaces to one another, as described in one aspect above, can be optimally combined so that the requirements for the waiting area in front of the input and output device of the fourth parking space can be met, and at the same time the area made available to the system can be minimized.

In a further embodiment, the system has a bridge which is attached over at least two rows of parking spaces in the third parking space and to which at least one display unit of the display device is attached. The display device can have one or more display units. For example, the display device can have one display unit per row of parking spaces for displaying the idle time of the respective row of parking spaces. In particular, each of the display units can display the idle time of the respective row of parking spaces in the third parking space, as determined by the control device.

In a further embodiment, the detection device for detecting the occupancy status of the third parking space is arranged on the bridge. Furthermore, the detection device has one or more detection units, each of the one or more detection units being set up to detect the occupancy status of a row of parking spaces in the third parking space. Such a detection unit can have a laser scanner for detection in one direction. A simple laser scanner, which enables detection in only one direction, can thus advantageously be used. Furthermore, the bridge can advantageously be used to attach the display device and the detection device of the third parking space. Thus, further costs can be saved.

The designation of the parking spaces as first parking space, second parking space, etc., in the present application is only used for designation and is not to be understood in such a way that an embodiment must have all the numerically preceding parking spaces. The designation of the parking spaces can therefore also correspond to the actual one Number of parking spaces available in the respective embodiment can be adapted.

Brief description of the figures

FIG. 1 shows a system for optimal use of a parking space, each with a detection and display unit.

Figure 2 shows a system from Figure 1 with several detection and

Ad units.

Figure 3 shows a system for optimal use of a parking space

Display units which are each assigned to several rows of parking spaces.

FIG. 4 shows a further system for the optimal use of a parking space with display units which are each assigned to several rows of parking spaces.

FIG. 5 shows a system for the optimal use of a parking space with another parking space.

FIG. 6 shows an alternative configuration of a waiting area of the second parking space from FIG.

FIG. 7 shows a display unit with various display parts

FIG. 8 schematically shows the sequence of a method for optimal utilization of a parking space.

FIG. 9 shows a system for optimal use of a parking space with a third, a fourth and a fifth parking space according to one embodiment.

FIG. 10 shows a system for the optimal use of a parking space with the third and fourth parking spaces according to a further embodiment, the third parking space having individual parking spaces.

FIG. 11 shows a system for the optimal use of a parking space with the third and fourth parking spaces according to a further embodiment, the third parking space having individual parking spaces and being accessible from a waiting area. FIG. 12 shows a system for the optimal use of a parking space with the third and fourth parking space according to a further embodiment, wherein the waiting area can be left via individual parking spaces in the third parking space.

FIG. 13a shows a system for the optimal use of a parking space with the third and fourth parking space according to a further embodiment, wherein the waiting area can be left via rows of parking spaces in the third parking space.

Figure 13b shows a system for optimal use of a parking space with the third and fourth parking space according to a further embodiment, the system having a detection device for detecting the

Has the occupancy of the fourth parking space.

FIG. 13c shows a system for the optimal use of a parking space with the third and fourth parking spaces according to a further embodiment, the system having display devices for displaying the idle times of the rows of parking spaces in the third parking space.

FIG. 13d shows a system for optimal utilization of a parking space with the third and fourth parking space according to a further embodiment, the system also having a detection device for detecting one

Having the occupancy of the third parking space.

FIG. 13e shows a system for optimal use of a parking space with the third and fourth parking space according to a further embodiment, the system also having a bridge with display devices for

Having display of standing times of the parking row rows of the third parking space.

FIG. 13f shows a system for optimal use of a parking space with the third and fourth parking spaces according to a further embodiment, the third parking space having individual parking spaces for passenger cars.

FIG. 13g shows a system for the optimal use of a parking space with the third and fourth parking spaces according to a further embodiment, all individual parking spaces in the third parking space being accessible via a third access road. FIG. 14 shows a system for the optimal use of a parking space with the third and fourth parking space according to a further embodiment, with parking space rows of the third parking space being aligned transversely to parking space rows of the fourth parking space.

FIG. 15 shows a system for optimal use of a parking space with the third and fourth parking space according to a further embodiment, the system having a sixth parking space.

FIG. 16 shows a system for optimal utilization of a parking space with a seventh and an eighth parking space according to one embodiment.

FIG. 17 shows a system for optimal utilization of a parking space with the seventh and with the eighth parking space after another

Embodiment, wherein an exit road of the seventh parking space forms the access road of the eighth parking space.

FIG. 18 shows a system for optimal utilization of a parking space with the seventh and with the eighth parking space after another

Embodiment wherein part of the seventh access road forms part of the eighth access road.

FIG. 19 shows a system for optimal utilization of a parking space with the seventh and with the eighth parking space after another

Embodiment, wherein the system has a ninth parking space.

FIG. 20 shows a system for the optimal use of a parking space with a tenth parking space according to one embodiment, the parking space in a second state having individual parking spaces across the rows of parking spaces of the tenth parking space in a first state.

FIG. 21 shows a system for optimal use of a parking space with the tenth parking space according to a further embodiment, the parking space in a second state having individual parking spaces along the rows of parking spaces of the tenth parking space in a first state.

Detailed description of embodiments FIG. 1 shows a system 50 for the optimal use of a parking space 10. The parking space 10 has at least two rows of parking spaces 12a, 12b. Each of the two rows of parking spaces 12a, 12b has at least two parking spaces 14a, 14b or 14c, 14d lying one behind the other, which can be variable in length. This means that, for example, three trucks or four buses can park in the row of parking spaces. The same row of parking spaces thus has, for example, three parking spaces at one time and four parking spaces at another time. The facility 50 also has an access road 16. The direction of travel of the access road is marked with an arrow. The parking stands 14 of the parking space 10 can be accessed via the access road 16. In addition, the installation 50 has a departure road 18. The direction of travel on exit road 18 is marked with an arrow. The parking stands 14 of the parking space 10 can be left via the departure road 18. In the embodiment shown, the access road 16 and the exit road 18 are aligned essentially parallel to one another. It can be advantageous to adapt the alignment of the access road 16 to the exit road 18 to the conditions of the parking space and to dispense with the parallel alignment of the access road 16 to the exit road 18. The system 50 has a detection unit 24a which is arranged on a mast 56a. The detection unit 24a can be pivotable around the mast 56a with a pivot arm and / or can rotate around its own axis. In the embodiment shown, the mast 56a is arranged between the rows of parking spaces 12a, 12b. In an embodiment not shown, the mast 56a with the detection unit 24a arranged thereon can also be arranged at another location in the parking space 10. For example, in the case of a parking space 10 that is not horizontally aligned, it can be advantageous to arrange the mast 56a with the detection unit 24a at an elevated point in the parking space 10. A detection range of the detection unit 24a can thus be optimally used. In the embodiment shown, the detection unit 24a is set up to detect the occupancy status of all rows 12 of parking spaces in parking space 10. In the embodiment shown, the detection unit 24a is set up to detect the occupancy status of all parking spaces 14 of the parking space 10. The system 50 has a control device 28. In the embodiment shown, the parking space 14a is occupied by a motor vehicle 30a. The parking stand 14a has a remaining downtime of the motor vehicle 30a. The control device 28 is set up based on the remaining idle time of the occupied parking space 14a, based on the occupancy state of the parking space 10 detected by the detection unit 24a and based on predefined standard idle times to determine idle times for the rows of parking spaces 12. The standard idle times can be stored in a data memory of the control device 28, for example. The stored standard service lives can be changed if necessary. According to FIG. 1, the system 50 has a display unit 34a which is located opposite the first row of parking spaces 12a. In the embodiment shown, the display unit 34a is set up to display the idle times of all rows 12 of parking spaces in parking space 10. FIG. 1 shows a motor vehicle 30b which is entering the parking space 10. A motor vehicle driver of motor vehicle 30b can use the idle times of parking row 12 shown on display device 34a to decide which idle time with an associated parking row best corresponds to the vehicle driver's desired idle time and can then join the row with this idle time. By positioning the display unit 34a in front of the first row of parking spaces, the driver of the motor vehicle 30b can decide, before entering the parking space 10, which of the displayed standing times best corresponds to his desired standing time. As a result of the entry into the parking row 12i with a certain displayed idle time, the system is then aware that this motor vehicle will leave again after the time indicated upon entry. In one embodiment, the downtime shown at a row of parking spaces 12i can correspond to a minimum downtime requirement of the motor vehicle driver of the motor vehicle 30b. The parking of the motor vehicle 30b on a parking stand 14i is detected with the detection unit 24a and used to determine the idle times of the remaining unoccupied parking spaces. For example, in the parking row 12i in which the entering motor vehicle 30b is parked, a parking time is displayed which is greater, in the limit case even greater than or equal to the remaining parking time of the motor vehicle 30b. This ensures that vehicles parked one behind the other can leave the parking space 10. If, for example, the idle time displayed on the display unit 34a for the parking row 12a corresponds to the idle time requested by the driver of the vehicle 30b, then the driver can park the vehicle 30b, for example, on the parking level 14b behind the already parked vehicle 30a. After the remaining downtime of the motor vehicle 30a, which is shorter than or equal to the remaining downtime of the motor vehicle 30b, the motor vehicle 30a will leave the parking stand 14a, and thus the parking space 10, via the exit road 18. Consequently, the parking stand 14a is no longer occupied and the motor vehicle 30b parked on the parking stand 14b can leave the parking stand 14b via the parking stand 14a and leave the parking space 10 via the departure road 18.

FIG. 2 shows a further embodiment of the system 50, wherein in the description of the system 50 shown in FIG. 2 only differences from the system 50 described in FIG. 1 are discussed. Here, FIG. 2 shows a system 50 which has rows of parking spaces 12a to 12e of parking space 10. In the embodiment shown, the system 50 has the detection units 24a and 24b. The detection units 24a and 24b are arranged on the masts 56a and 56b, respectively. The masts 56a and 56b are each arranged between two rows of parking spaces, 12a and 12b and 12d and 12e, respectively. It can be advantageous to arrange the masts in the middle between the access road 16 and the exit road 18 at a distance from one another. As a result, the occupancy status can be detected with the detection device, consisting of the two detection units 24a and 24b, particularly efficiently and without errors, since a large part of the area is even detected twice. Alternatively, the detection units 24a and 24b can be designed more economically, since only a smaller part of the parking space 10 around the respective detection unit 24a or 24b has to be detected. This is shown by dashed circles in FIG. 2, which delimit the area of the parking space 10 that can be detected by the respective detection unit 24a and 24b. The idle times determined by the control device 28 are displayed with the display units 34. Each display unit 34i of each row of parking spaces 12i is arranged opposite each row of parking spaces 12i. Each display unit 34i is arranged on the edge of the access road 16 opposite each row of parking spaces 12i. It is therefore easy for a motor vehicle driver who is with his motor vehicle on the access road 16 to assign a standing time, displayed on a display unit 34i, to the respective row 12i of parking spaces. This increases the reliability of use of the system 50.

FIG. 3 shows a further embodiment of the system 50, the description only going into differences with respect to the system 50 already described above. The system 50 according to the embodiment here has the Display units 34c and 34f, as well as the detection unit 24a, arranged on the mast 56a. A parking space zone 42 has the rows of parking spaces 12d and 12e. The display unit 34c is set up to display the idle times of the rows of parking spaces 12d and 12e, that is to say of the parking space zone 42. By displaying a standing time for the entire parking space zone 42, the display unit 34c can be made smaller. The display unit 34c is arranged on a post which is attached to a traffic island 52a which is arranged between the rows of parking spaces 12d and 12e. The traffic island 52a is part of the system 50. The display unit 34f is arranged on a further traffic island 52b on a post, the second traffic island 52b being arranged between the rows of parking spaces 12b and 12c. The second display unit 34f is set up to display the idle time of the rows of parking spaces 12a, 12b and 12c. Either the idle time of each of the parking lot rows 12a, 12b and 12c can be displayed. Alternatively, the second display unit 34f can display a uniform idle time for a further parking space zone, formed by the parking space rows 12a, 12b and 12c. By using traffic islands 52a, 52b, the display units 34c and 34f arranged thereon can be better recognized by driving motor vehicle drivers and the idle times displayed on them can be correctly assigned to the associated parking lot rows 12. At the same time, the arrangement of the display units 34c, 34f on the traffic islands 52a, 52b protects the display units 34c, 34f from collisions with incoming or outgoing motor vehicles. This increases the reliability of use of the system 50, on the one hand, while the robustness of the system 50 against driving errors by the motor vehicle driver remains the same. The display units 34c and 34f can alternatively or additionally also be arranged at another location, for example to the right of the access road 16. In the embodiment, the system 50 has a communication device 44. The communication device 44 can be set up to communicate the idle time of the parking row rows 12 determined by the control device 28 to a motor vehicle 30b. This communication to the motor vehicle 30b can advantageously take place before the motor vehicle 30b drives into the parking space 10, particularly advantageously before the motor vehicle 30b drives into the system 50. For example, the system 50 can communicate with a motor vehicle when it is still on a street and on the way to the system 50. FIG. 4 shows an embodiment of the system 50, the description only going into differences with respect to the system 50 already described above. The idle times determined by the control device 28 are displayed by the display units 34d and 34e. The display unit 34d is set up to display the idle times determined by the control device 28 for rows of parking spaces 12a, 12b and 12c. The display unit 34d can display standing times for each of the parking row rows 12a, 12b and 12c. Alternatively, the rows of parking spaces 12a, 12b and 12c can form a parking space zone, the display unit 34d being able to display the idle time for this parking space zone. Display unit 34d is arranged at the beginning of the access road 16. The system 50 also has a bridge 54. The bridge 54 is arranged over the parking lot rows 12f and 12g. The bridge 54 may have a steel girder construction. In the embodiment shown, the bridge 54 is arranged at the beginning of the parking row rows 12f and 12g. The beginning of a row of parking spaces 12i is the part of a row of parking spaces 12i which adjoins the access road 16. The display unit 34e is arranged on the bridge 54. The display unit 34e is set up to display idle times for the parking row rows 12f and 12g. By using the bridge 54, it is particularly clear to incoming motor vehicle drivers that the parking space 10 consists of different parking space zones. For example, a short-term parking zone with a standing time of 45 minutes can be set up during the day in a parking space zone marked in this way, here having the rows 12f and 12g of parking spaces. At the same time, further idle times can be displayed on the display unit 34d for the remaining rows of parking spaces 12a, 12b and 12c. At night, the parking zone marked by the bridge 54 can be set up as a long-term parking zone with a standing time of 9 or 11 hours. As a result, driving vehicle drivers can identify particularly requested idle times particularly quickly. This increases the reliability of use of the system 50.

Figure 5 shows an embodiment of the system 50, which consists of several parking spaces with different systems. In the following, only differences from the previously described embodiments of the system 50 will be discussed. The system 50 has the parking space 10 and a further parking space 60, ie a second parking space 60. Here, the system 50 has the detection unit 24a arranged on the Masts 56a, and the display unit 34a, which is set up to display the idle times of the rows of parking spaces 12 determined by the control device 28. The parking space 10 is accessible via the access road 16 and can be left via the exit roads 18 and 68. The installation 50 also has a second access road 66 and a second exit road 68. The parking space 60 can be accessed via the second access road 66 and via the first access road 16 and can be exited via the second exit road 68. The parking space 60 has rows of parking spaces 62a and 62b, as well as further rows of parking spaces 62i. The rows of parking spaces 62i have parking spaces 64a to 64e lying one behind the other. The system 50 has a further detection unit 72 which is arranged on a mast 56c. The detection unit 72 is set up to detect the occupancy status of the parking spaces 64 of the parking space 60. The system 50 has an input and output device 80. In the embodiment shown, the input and output device 80 is arranged in front of the second access road 66 of the second parking space 60. The system 50 also has a further control device 74. The control device 74 is set up based on the occupancy status of the parking spaces 64 detected by the detection unit 72, based on remaining idle times of occupied parking spaces 64b, shown by a motor vehicle 30d on the parking space 64b, and based on an input sent to the input and output device 80 has been detected, for a motor vehicle 30c entering the parking space 60, to determine a parking level 64c for an entering motor vehicle 30c. In addition, the input and output device 80 is set up to output the parking space 64c intended for the motor vehicle 30c. The output to a driver of the motor vehicle 30c is preferably carried out at the input and output device 80. In the embodiment of the system 50 shown, an access road start 76 of the second access road 66 begins at an access road end 78 of the first access road 16 of the first parking space 10. The access road start 76 is the beginning of the access road 66. The access road end 78 is the end of the access road 16 of the first parking space 10. In the embodiment shown, the access road 16 of the first parking space 10 has a waiting area 82. The waiting area 82 may be necessary due to the use of the input and output device 80. A barrier 84 is arranged at the beginning of the access road 76 on an access road 66 and can be an in Force the driver of the motor vehicle 30c entering the second parking space 60 to stop at the input and output device 80.

In a further embodiment of the system 50, FIG. 6 shows a waiting area 82 which is arranged between the second access road 66 of the second parking space 60 and the access road 16 of the first parking space 10. Thus, a waiting area 82 arranged between the two access roads 16, 66 can be entered via the first access road 16 and left via the second access road 66. Due to the arrangement of the waiting area 82 between the first access road 16 and the second access road 66, the parking space 10 can be accessed via the first access road 16 independently of vehicles in the waiting area 82, while the vehicles waiting in the waiting area 82 wait in front of the barrier 84 can. In the embodiment shown, the input and output device 80 has an input and output communication unit 88. The input and output communication unit 88 is set up to communicate with a motor vehicle 30e. As an alternative or in addition, the input and output communication unit 88 can be set up to communicate with a motor vehicle driver 90. The communication between the motor vehicle 30e or the motor vehicle driver 90 and the input and output communication unit 88 can include an input from the motor vehicle driver 90 to the input and output device 80 as well as an output from the input and output device 80 to the motor vehicle driver 90. In one embodiment, a motor vehicle driver 90 who is not at the location of the system 50 can communicate an input to the input and output unit 80 with a motor vehicle 30e via the input and output communication unit 88. The control device 74 of the system 50 can determine a parking space for the motor vehicle 30e based on the communicated parking space request and, if necessary, reserve this parking space for the motor vehicle 30e. Furthermore, the input and output device 80 can communicate the determined parking space to the motor vehicle 30e or the motor vehicle driver 90 via the input and output communication unit 88. In this way, the planning reliability of rest times for the motor vehicle driver can be improved. FIG. 7 shows an embodiment of the display unit 34a. The display unit 34a has a variable display part 36 and a static display part 38. The display unit 34a has a symbolic display part 40, which is a static display part 38. The symbolic display part 40 can also be designed as a dynamic display part. The symbolic display part 40 can have a pictogram which describes the content of the information displayed on the display unit 34a. This information can include, for example, information about the suitability of the parking space for breaks in the sense of the driving and rest time ordinance. A common symbol is, for example, a wide 'h', which can be understood as a bed across all languages. The static display part 38 may have information about the row of parking spaces. A number of the parking row row can be displayed here in the form of the number "1". The variable display part 36 can be designed, for example, as a light-based display. The variable display part 36 can have information about the service life. Thus, the idle time of the row of parking spaces, here belonging to row “1”, can be displayed on the display unit 34a with the variable display part 36. The variable display part 36 can be controlled, for example, by the control device 28 of the system 2. In order to visually clarify the reference to the associated rows of parking spaces 12i, additional arrow symbols can be added in embodiments. In one embodiment shown, an arrow symbol 39 is shown on the left-hand side of the display unit 34a. This display unit 34a can be arranged, for example, on the right edge of an access road 16 and can contain information on a parking row 12i located to the left of it in relation to a direction of entry of a motor vehicle 30 into the system 50 and display this by means of the arrow symbol 39.

FIG. 8 shows a possible process sequence of the process steps for optimal utilization of a parking space 10 for motor vehicles 30. In step S1, the occupancy state of the parking space 10 is detected with a detection device which has at least one detection unit 24a. The detection unit 24a is set up to detect the occupancy status of at least two rows of parking spaces 12a, 12b. Alternatively or additionally, the detection unit 24a can be set up to track the parking process and / or the parking status while the motor vehicle 30 is parked on a parking stand 14i 14i of the motor vehicle 30 to determine after completion of the parking process. The method also has a step of determining S2 of idle times for the rows of parking spaces with a control device 28. The step of determining S2 is based on the step of detecting S1 the occupancy state of the parking space 10, on remaining idle times of occupied parking spaces 14a and on predefined standard idle times. The determination S2 of standing times takes place in such a way that the determined standing time of each row of parking spaces 12i is longer than the individual remaining standing times of the occupied parking spaces 12a of the respective row of parking spaces 12i. The method also has a step of displaying S3 the determined idle times for the rows of parking spaces 12i with a display device. The step of displaying S3 is based on the step of determining S2 with the control device 28.

FIG. 9 shows an embodiment of the system 100. The system 100 is located on a road 126; in particular, the system 100 extends essentially along the direction in which the road 126 extends. The system 100 can be accessed from the road 126 via an access road 106. The system 100 has a third parking space 102 and a fourth parking space 104. In the embodiment shown, the third parking space 102 is located in front of the fourth parking space 104 in the direction of travel. The third parking space 102 has rows of parking spaces 122i. The fourth parking space 104 has rows of parking spaces 124i. In the embodiment shown, each of the rows of parking spaces 122i has a single parking space for a truck. The rows of parking stands 124i have at least two parking stands which are arranged on each row of parking stands 124i. In the embodiment shown, the rows of parking spaces 122i and 124i are arranged transversely to the road 126 and transversely to the access road 106.

The third parking space 102 can be accessed via a third access road 108. The third access road 108 has an access road start 109 which is located at the beginning of the third access road 108 in the direction of travel. The third parking space 102 can be exited via the third exit road 112. The fourth parking space 104 can be accessed via the fourth access road 110. The fourth parking space 104 can be exited via the fourth exit road 114. In the embodiment shown, the third parking space 102 can initially be via the third exit road 112 and then in Follow the direction of travel via the fourth exit road 114. The third access road 108 and the fourth access road 110 can be accessed from the access road 106 via a waiting area 120. The waiting area 120 is located in front of the third access road 108 and in front of the fourth access road 110 in the direction of travel. The waiting area 120 is formed separately from the access road 106. The waiting area 120 is arranged to the right of the access road 106 in the direction of travel. The waiting area is thus designed as a right-hand threading. The separate design of the waiting area 120 from the access road 106 can be visually identified. An input and output device 118 is arranged at the end of the waiting area 120. The input and output device 118 is arranged in particular in front of the third access road 108 and in front of the fourth access road 110. In other words, a motorist wishing to park in at least one of the two parking spaces 102 and 104 must pass the input and output device 118.

The system 100 also has a fifth parking space 116, in particular for passenger cars. In the embodiment shown, the fifth parking space 116 is arranged behind the third and fourth parking spaces 102, 104 in the direction of travel. In the embodiment shown, the access road 106 is connected to a traffic route 130a via the third exit road 112 and the fourth exit road 114. The fifth parking space 1 16 can be accessed via the traffic route 130a. An additional special lane 128 is arranged along the exit roads 112 and 114. The additional special lane 128 extends in the direction of the main direction of extent of the system 100. The special lane 128 can be driven on without passing through the input and output device 118.

In the embodiment shown, the system has traffic islands 132a, 132b, 132c and 132d. Depending on the topographical conditions and the area available to the system 100, the traffic islands can be designed differently. In this way, an optimal use of the available space can be achieved with parking spaces.

In the embodiment shown, the fourth parking space 104 has traffic islands 132e, 132f. The traffic islands 132e and 132f are each between two of the Rows of parking spaces 124i of the fourth parking space 104 are arranged. As an alternative or in addition, no and / or further traffic islands can be arranged between two of the parking lot rows 124i. Optional traffic islands in third parking space 102 are not shown in the embodiment, although they are also possible. Traffic islands in the parking spaces can increase the safety of use of the parking spaces as well as the safety of use of the parking spaces. Traffic islands can represent locations for lighting poles, garbage cans and / or plants. In this way, different areas of the parking space with significantly different idle times can be structurally separated from one another.

The fourth access road 110 has an access road beginning 111. The start of the access road 111 is located behind the input and output device 118 in the direction of travel.

The system 100 also has detection units 24c, 24d. The detection unit 24c is set up here to detect the occupancy state of the third parking space 102 and the detection unit 24d is set up to detect the occupancy state of the fourth parking space 104. The detected occupancy states of the parking spaces 102, 104 are used by the control device to determine parking spaces for incoming vehicles and the input and output device 118, arranged in front of the third and fourth parking spaces 102, 104, is set up to output these parking spaces to the vehicle driver.

FIG. 10 shows a further embodiment of the system 100. As in the embodiments described below, only significant differences to the previously described embodiment of FIG. 9 are commented on. In the embodiment shown, part of the fourth exit road 114 forms the third access road 108. The part of the fourth exit road 114 can be exited via a traffic route 130d and via the complementary part of the fourth exit road 114. The traffic route can run parallel to rows of parking spaces in the third and fourth parking spaces 102, 104; in particular, the traffic route 130d can be located between the third and fourth parking spaces 102, 104. The start of the access road 109 of the third access road 108 is located on the access road 106. The third parking space 102 can can be driven on without passing through the input and output device 118. In the embodiment shown, the third parking space 102 has rows of parking spaces with individual parking spaces for trucks. As an alternative or in addition, individual parking spaces can be designed for passenger cars.

In the embodiment shown, the waiting area 120 is formed separately from the access road 106. In particular, the waiting area 120 is arranged to the left of the access road 106, as a left-hand threading.

The parking space 104 has rows of parking spaces with different lengths. Rows of parking spaces with a shorter length can represent individual parking spaces for trucks. Rows of parking spaces with a longer length can have at least two parking spaces for trucks, one behind the other.

In the embodiment shown in FIG. 10, the system 100 has a traffic route 130b. The traffic route 130b begins at one end of the access road 106, at which the access road 106 is connected to the third exit road 112. In the embodiment shown, the fifth parking space 116 can be accessed via the traffic route 130b. In the embodiment shown, the fifth parking space 116 is located such that the third and fourth parking spaces 102, 104 extend between the fifth parking space 116 and the street 126. The fifth parking space 116 can be left via a traffic route 130c. The traffic route 130c is located in front of the traffic route 130a in the direction of travel and can be left via this traffic route 130a. The fourth access road can be left via the rows of parking spaces in the fourth parking space 104 or, alternatively, via the traffic route 130a located behind the fourth access road 110 in the direction of travel. In other words, the fourth access road 110 can be left without driving into the fourth parking space 104 via the traffic route 130a. The fifth parking space 116 can be reached without passing through the input and output device 118 due to the arrangement shown and the driving of the rows of parking spaces via the left-hand threading and the resulting arrangement of the input and output device 118. In a further embodiment of the system 100, shown in FIG. 11, the input and output device 118 is located in such a way that it is located after the third access road start 109 and before the fourth access road start 111 in the direction of travel. In other words, the third parking space 102 and the fifth parking space 116 can be driven into without passing through the input and output device 118.

In the embodiment shown, the access road 106 is connected to the traffic route 130a via the third exit road 112 and the fourth exit road 114. In particular, after driving on the access road 106 via the third and fourth exit roads 112, 114 and via the traffic route 130a, the system 100 can be exited without passing through the parking spaces 102, 104 and without passing through the input and output device 118.

In the embodiment shown, the waiting area 120 is formed parallel to part of the access road 106. In the embodiment shown, the waiting area 120 and the part of the access road 106 are separated from one another, at least visually. In the embodiment shown, at least part of the waiting area 120 is located in the direction of travel in front of the start of the access road 109 of the third access road 108.

FIG. 12 shows a further embodiment of the system 100. In the embodiment shown, part of the third access road 108 forms the waiting area 120. In the embodiment shown, a first part of the third parking space 102 can be accessed via this part of the third access road 108. The second part of the third parking space 102 can be accessed via a further part of the third access road 108. This part of the third access road 108 forms part of the third exit road 112. This part of the third exit road 112 can be exited via the traffic route 130d and via the fourth exit road 114. In the embodiment shown, the parking spaces of the third parking space are designed as individual parking spaces.

FIG. 13a shows a further embodiment of the system 100. In the embodiment shown, the third access road 108 forms the waiting area 120. In others In other words, the vehicles waiting in front of the input and output device 118 can be prevented from backing up on the road without having to provide an additional area, since there is double use as a third access road 108 and waiting area. This increases the space utilization. Furthermore, drivers who are waiting in the waiting area 120 and in front of the input and output device 118 can leave the waiting area 120 via the third parking space 102. Motorists can also flexibly change their parking request while waiting in the waiting area 120 by parking on a free parking stand in the third parking space 102. In the embodiment shown, the rows of parking stands 122i and 124i each have at least two parking stands one behind the other, which can be designed according to the embodiments shown in FIGS. 1 to 6.

FIG. 13b shows a further embodiment of the system 100. In comparison to the embodiment shown in FIG. 13a, the detection unit 24d is shown explicitly in the system 100 in FIG. 13b. The detection unit 24d is set up to determine the occupancy state of the fourth parking space 104. In the embodiment shown, the third parking space 102 can be used for parking without specifying standing times or parking spaces.

Figure 13c shows a further embodiment. In comparison to the embodiment shown in FIG. 13b, this system 100 also has display units 34g, 34h which are static, that is to say have no variable display content. Display units 34g are signs on the left edge of third access road 108 in the direction of travel, each display unit 34g being assigned to a row of parking spaces 122i. Display units 34h are characters on the roadway floor, each display unit 34h being assigned to a parking row 122i. Thus, when driving into the system 100, or more precisely when driving on the third access road 108, a motor vehicle driver can be shown a fixed idle time of each parking row 122i of the third parking space 102. Alternatively, the motor vehicle driver can be assigned a parking space in the fourth parking space 104 by means of the input and output device 118. In one embodiment, only display units 34g can be provided as signs on the edge of the access road. Alternatively, only display units 34h can be used as Signs should be provided on the roadway floor. A combination can be advantageous if there are special circumstances in the environment.

A further embodiment of the system 100 is shown in FIG. 13d. In comparison to the embodiment shown in FIG. 13c, the system 100 also has the detection unit 24c, which is set up to determine the occupancy status of the parking spaces in the third parking space 102. Display units 34j are at least partially designed as dynamic display units. Standing times for the associated parking row rows 122i, which can be determined based on the detected occupancy state of the third parking space 102, can thus be displayed. A third parking space 102 with determinable idle times depending on the occupancy status of the third parking space 102 and a fourth parking space 104 with determinable parking spaces depending on the occupancy status of the fourth parking space 104 can thus advantageously be combined.

In a further embodiment, shown in FIG. 13e, the third parking space 102 has a bridge 54a. Display units 34k, which are set up to display idle times for the respective assigned row of parking spaces 122i, are attached to the bridge 54a. As an alternative or in addition to the detection unit 24c, detection units 24e can be attached to the bridge. These detection units 24e are each set up to detect the occupancy status of an assigned row of parking spaces 122i of third parking space 102.

In a further embodiment of the system 100, shown in FIG. 13 f, the waiting area 120 is formed separately from the third access road 108. The waiting area 120, the third access road 108 and the first row of individual parking spaces in the parking space 102 are located directly behind the access road 106, in other words these can be used directly from this. In the embodiment shown, the third parking space 102 has individual parking spaces, in particular for passenger cars. The individual parking spaces are arranged in rows. The rows of the individual parking spaces are arranged in the direction of extent of the parking space rows of the fourth parking space 104. In the embodiment shown, the third access road 108 forms the third exit road 112. The third parking space 102 can have several access and Having exit roads 108, 112. In the embodiment shown, at least some of the parking spaces of the third parking space 102 can be accessed from the access road 106. At least some of the parking spaces of the third parking space 102 can be driven on in the forward direction of travel and left in the forward direction of travel.

FIG. 13g shows a further embodiment of the system 100. In the embodiment shown, all parking spaces in the third parking space 102 can be accessed via the third access road 108. A first part of the parking spaces in the third parking space 102 can be accessed via a first part of the third access road 108. Further parts of the parking spaces of the third parking space 102 can be accessed via further parts of the third access road 108. At least some of the parking spaces of the third parking space 102 can be accessed and left in the forward direction of travel.

The third parking space 102 is separated from the access road 106 by a traffic island 132a. As a result, the security of use and security of use of the third parking space can be increased.

In a further embodiment, shown in FIG. 14, the waiting area 120 can be exited via the third exit road 112 without having to pass the input and output device 118. In particular, a waiting area end 121 is located directly at a departure road start 113 of the third departure road 112. In other words, the waiting area 120 can be left without impairing the third access road 108. Parking processes in the third parking space 102 and the drivability of the fifth parking space 116 are therefore independent of the motor vehicles in the waiting area 120.

In the embodiment shown, the rows of parking spaces in third parking space 102 are arranged transversely to the rows of parking spaces in fourth parking space 104. This arrangement can ensure a spatial separation of the third access road 108 from the waiting area 120.

In the embodiment shown, the input and output device 118 is arranged between the waiting area 120 and the fourth access road 110. Along the Waiting area 120 and along fourth access road 110, an additional special lane 128 can be arranged.

FIG. 15 shows a further embodiment of the system 100. The system 100 has a sixth parking space 134. The rows of parking spaces in the third, fourth and sixth parking spaces 102, 104, 134 are arranged parallel to the street 126.

The third exit road 112 is arranged along the fourth access road 110, in particular separated therefrom by a traffic island 132g. As a result, the vehicles leaving the parking space 102 can be prevented from driving into the rows of parking spaces in the fourth parking space 104. In the embodiment shown, the fourth exit road 114 forms the sixth access road 136.

FIG. 16 shows an embodiment of the system 200a. The system 200a has the structure for optimal utilization of an at least approximately rectangular base area. The installation 200a has a seventh parking space 202a and an eighth parking space 204a. The parking stand rows 222i of the seventh parking space 202a are arranged parallel to one another. The rows of parking spaces 224i of the eighth parking space 204a are arranged parallel to one another. Each of the rows of parking spaces 222i, 224i can have one or more parking spaces located one behind the other. The lengths of the rows of parking stands 222i, 224i can be different. The rows of parking spaces 222i, 224i each have a main direction of extent. The main direction of extent of each row of parking spaces defines the direction from which the row of parking spaces can be accessed. In the embodiment shown, the rows of parking spaces 222i of the seventh parking space 202a can be accessed from a first direction. The rows of parking spaces 224i of the eighth parking space 204a can be accessed from a second direction, in particular from a direction which is opposite to the direction of the rows of parking spaces in the seventh parking space 202a. In other words, the rows of parking spaces in the seventh and eighth parking spaces 202a, 204a can be driven on from opposite directions. The rows of parking spaces 222i, 224i are arranged at an angle to the outer boundaries of the system 200a in relation to their main direction of extent. The angle can advantageously be 45 °.

In the embodiment shown, the system 200a is driven on by an access road 206. An input and output device 218 is arranged at the end of a waiting area 220. After passing the input and output device 218, a seventh access road 208 can be used. One end of the seventh access road 208 is arranged at a start of a seventh exit road 212. At the end of the seventh exit road 212, a drag curve 238 is arranged, over which a part of the parking lot rows 224i of the eighth parking space 204a can be driven. The end of the seventh exit road 212 is also connected to the beginning of an eighth access road 210 and can be left via this. One end of the eighth access road 210 is connected to a beginning of a part of the eighth exit road 214 and can be exited via this. A complementary part of the eighth exit road 214 is arranged at an angle, advantageously and, as shown here, at an angle of 90 °, to the previously described part of the eighth exit road 214. The system 200a can be exited via the eighth exit road 214.

Both the seventh parking space 202a and the eighth parking space 204a are framed by the seventh and eighth entry and exit roads 208, 210, 212, 214. These form a traffic route 230a.

At least one traffic island 232a can be formed on areas of the system 200a that cannot be used for parking processes.

FIG. 17 shows an embodiment of an installation 200b. The system 200b has a seventh parking space 202b and an eighth parking space 204b, which can be arranged at a rest area and / or a tank system. In the embodiment shown, the eighth access road 210 can be exited via the eighth parking space 204b. In the embodiment shown, the eighth access road 210 opens into a dead end in the direction of travel. Alternatively, the eighth access road 210 can open into an area of the tank system. In the embodiment shown, forms the eighth access road 210 a seventh exit road 212. In particular, the seventh exit road 212 runs in the opposite direction to the eighth access road 210. A traffic route 230b, formed by a seventh access road 208 and an eighth exit road 214, can frame the installation 200b. In the embodiment shown, the rows of parking spaces in the seventh parking space 202b are arranged at an angle of approximately 90 ° to the rows of parking spaces in the eighth parking space 204b. The rows of parking spaces in the seventh parking space 202b can be arranged at further angles, preferably at angles greater than 45 ° and less than 135 °, to the rows of parking spaces in the eighth parking space 204b.

FIG. 18 shows an embodiment of the system 200c. In the embodiment shown, the installation 200c has a seventh parking space 202c and an eighth parking space 204c, which are separated by part of a seventh access road 208. In particular, this part of the seventh access road 208 forms part of the eighth access road 210. In the embodiment shown, some of the rows of parking spaces in the seventh parking space 202c can be accessed from a first direction and a complementary part of the rows in the seventh parking space 202c can be accessed from a second direction, which is opposite to the first direction. These two parts of the rows of parking spaces in the seventh parking space 202c can be structurally separated from one another by a traffic island 232b. This can increase the safety and security of use of the system. In the embodiment shown, all rows of parking spaces in the eighth parking space 204c can be accessed from the same direction. In other words, the main direction of extent and the direction of all rows of parking spaces in the eighth parking space 204c are identical.

In the embodiment shown, a traffic route 230c frames the seventh parking space 202c and the eighth parking space 204c. The traffic route 230c is formed by part of the seventh access road 208, part of the seventh exit road 212, part of the eighth access road 210 and the eighth exit road 214.

FIG. 19 shows an embodiment of a system 200d. The installation 200d has a ninth parking space 240. In the embodiment shown, the ninth parking space 240 has a substantially rectangular and / or square base area. The rows of parking spaces in the ninth parking space 240 are arranged essentially parallel to one another, in particular advantageously at an angle of approximately 45 ° to the outer boundaries of the essentially square base area of the ninth parking space 240 Access road 242, a complementary part of the rows of parking spaces in the ninth parking space 240 can be accessed via a complementary part of the ninth access road 242. These two parts of the rows of parking spaces in the ninth parking space 240 can each be exited via at least part of a ninth exit road 244.

In the embodiment shown, the ninth parking space 240 is separated from an eighth parking space 204d of the installation 200d by part of the ninth access road 242. The ninth parking space 240 is separated from a seventh parking space 202d of the system 200d via the complementary part of the ninth access road 242. The parking spaces 202d, 204d and 240 are framed by a traffic route 230d. The traffic route 230d comprises at least parts of a waiting area 220 of a part, in particular the entire seventh access road 208, part of a seventh exit road 212, an eighth exit road 214 and part of the ninth exit road 244. The complementary part of the ninth exit road 244 is, for example, parallel and formed separately from the waiting area 220.

FIG. 20 shows an embodiment of a system 300a. The system 300a has a tenth parking space 302a. The tenth parking space 302a can be, for example, a telematically controlled parking space. The tenth parking space 302a can, for example, be telematically controllable in a first state of the parking space. In particular, trucks can drive into parking spaces in parking space rows 322i via a tenth access road 308 and park on parking spaces in parking space rows 322i. After parking, the trucks can leave the tenth parking space 302a via a tenth exit road 312. In the exemplary embodiment shown, the tenth access road 308 is arranged parallel to the tenth exit road 312. The rows of parking spaces 322i are parallel to one another and across the tenth access road 308 and the tenth exit road 312. The system 300a has an input and output device 318.

In a second state of the tenth parking space 302a, the parking space has individual parking spaces 324i for passenger cars. In the embodiment shown, the individual parking spaces 324i are arranged transversely to the direction in which the rows of parking spaces 322i extend. Each of the individual parking spaces 324i is formed on at least part of two adjacent parking space rows 322i. The individual parking spaces 324i can be accessed from the tenth access road 308 via (individual parking) access roads and (individual parking) exit roads 330a and can leave the parking space 302a via the tenth exit road 312. In the embodiment shown, for example, two adjacent rows of parking spaces 322i each form an access road and an exit road 330a. In the exemplary embodiment, the access roads and exit roads 330a are arranged parallel to the rows of parking spaces 322i. For example, the tenth parking space 302a can be operated in the first state during a night and / or weekend time. For example, the tenth parking space 302a can be operated in the second state during a daytime. The parking space 302a can thus be used as optimally as possible at all times. Here, an optical marking of the individual parking spaces as well as the (individual parking space) access roads and (individual parking space) exit roads 330a can be provided, which preferably differs from the marking of the truck parking space rows 322i. A changing optical identification, for example by means of light strips, can also be provided.

FIG. 21 shows an embodiment of a system 300b. The system 300b has a tenth parking space 302b with rows of parking spaces 322i. In contrast to the embodiment of the system 300a shown in FIG. 20, individual parking spaces 326i of the tenth parking space 302b are arranged along the rows of parking spaces 322i. (Individual parking space) access roads and (individual parking space) exit roads 330c of the individual parking spaces 326i are in particular arranged transversely to the parking space rows 322i. The access roads and exit roads 330c are arranged parallel to the tenth entry road 308 and the tenth exit road 312. The individual parking spaces 326i can be accessed, for example, via the tenth access road 308, via a traffic route 330b and via the Access road 330c must be used. The individual parking spaces 326i can be left via the exit road 330c, another traffic route 330b and the tenth exit road 312. Each of the traffic routes 330b is formed at least on part of a row of parking spaces 322i, in particular along a row of parking spaces 322i and transversely to the tenth access road 308 and to the tenth exit road 312. Individual parking spaces in the embodiment shown in FIG. 21 can, similarly to individual parking spaces shown in the embodiment in FIG. 20, be entered and left individually, in particular regardless of the occupancy status of other individual parking spaces in the tenth parking space. A marking corresponding to FIG. 20 can also be provided.

Further embodiments of the invention can be found in the following aspects:

Aspect 1: System for the optimal use of a parking space (10) for motor vehicles (30a, 30b), wherein the parking space (10) has at least two at least partially adjacent, at least optically identified parking space rows (12a, 12b) and each parking space row (12a, 12b) ) has at least two parking spaces (14a, 14b, 14c, 14d) lying one behind the other, comprising:

A detection device for detecting an occupancy state of the parking space, which has at least one detection unit (24a) which is set up to detect the occupancy state of at least one, preferably two, rows of parking spaces (12a, 12b);

• A control device (28) which is set up to determine standing times for the parking space rows (12) based on the occupancy status of the parking space (10) detected by the detection device, based on remaining idle times of occupied parking spaces (14a) and based on predefined standard idle times;

• A display device which has at least one display unit (34a), the display device being set up to display the idle times for the rows of parking spaces (12) determined by the control device (28), wherein • the standing time of each row of parking spaces (12i) determined by the control device (28) is longer than the individual remaining standing times of the occupied parking spaces (14a) of the respective row of parking spaces (12i).

Aspect 2: The system according to aspect 1, wherein the at least one detection unit (24a) has an area laser scanner.

Aspect 3: System according to aspect 1 or 2, wherein the display device has at least two display units (34b, 34c).

Aspect 4: System according to one of the preceding aspects, wherein at least one display unit (34a) has a variable and a static display part (36, 38).

Aspect 5: System according to one of the preceding aspects, wherein at least one display unit (34a) has a symbolic display part (40).

Aspect 6: System according to one of the preceding aspects, wherein at least one display unit (34a) is set up to display the idle times for a parking space zone (42) which has at least two rows of parking spaces (12d, 12e).

Aspect 7: System according to one of the preceding aspects, wherein at least one display unit (34a) is set up to display the idle times for all rows (12) of parking spaces in the parking space (10).

Aspect 8: The system of any one of the preceding aspects, each

A display unit (34i) is assigned to a row of parking spaces (12i), and each display unit (34i) assigned to a row of parking spaces (12i) is set up to display the idle time of the respective row of parking spaces (12i).

Aspect 9: System according to one of the preceding aspects, wherein the

Control device (28) is set up to determine the idle times based on the time of day and / or based on the calendar day. Aspect 10: System according to one of the preceding aspects, which has a communication device (44) which can communicate with a motor vehicle, the communication device (44) being set up to provide at least one idle time of the associated parking row (12a) determined by the control device (28). and to communicate information about the associated parking row (12a) to the motor vehicle (30b).

Aspect 11: System (50) for the optimal use of a parking space (10) for motor vehicles (30), comprising:

• At least two at least partially adjacent rows of parking spaces (12a, 12b), each row of parking spaces (12a, 12b) having at least two parking spaces (14a, 14b, 14c, 14d) lying one behind the other;

• An access road (16) and an exit road (18), the parking space (10) being accessible via the access road (16) and leaving via the exit road (18), and

• a system according to aspects 1 to 10.

Aspect 12: Installation (50) according to aspect 11, wherein the access road (16) and the exit road (18) are aligned essentially parallel to one another.

Aspect 13: System (50) according to aspect 11 or 12, wherein at least one display unit (34a) is arranged on the side of the access road (16) opposite the parking space (10), preferably on a post.

Aspect 14: System (50) according to aspect 11 to 13, wherein the system (50) has at least one traffic island (52a) between two rows of parking spaces (12d, 12e) and wherein at least one display unit (34c) on the traffic island (52a), preferably on a post.

Aspect 15: System (50) according to one of aspects 11 to 14, wherein at least one display unit (34d) is arranged at the beginning of the access road (16) and the display unit (34d) is set up to show the downtime of at least two rows of parking spaces (12b, 12c ). Aspect 16: System (50) according to one of aspects 11 to 15, which has a bridge (54) which is attached over at least two rows of parking spaces (12f, 12g) and to which at least one display unit (34e) is attached.

Aspect 17: System (50) according to one of aspects 11 to 16, which has at least one mast (56a) and on which at least a detection unit (24a) is mounted.

Aspect 18: System (50) according to aspect 17, wherein at least one detection unit (24a) is pivotable about the mast (56a) and / or is rotatable about its own axis.

Aspect 19: Plant (50) according to one of Aspects 11 to 18, further comprising:

• At least one input and output device (80);

• A second parking space (60), which forms a further parking space (60) next to a first parking space (10) according to one of aspects 11 to 18, the second parking space (60) at least two at least partially adjacent, at least optically identified parking space rows (62a) , 62b) and wherein each row of parking spaces (62a, 62b) has at least two parking spaces (64a, 64b, 64d, 64e) lying one behind the other;

A further detection device for detecting an occupancy state of the second parking space (60), which has at least one detection unit (72) which detects the occupancy state of at least one, preferably two, rows of parking spaces (62a, 62b);

• A further control device (74) which is set up based on the occupancy status of the second parking space (60) detected by the further detection device, based on remaining idle times of occupied parking spaces (64b) of the second parking space (60) and based on an input provided with the input and output device (80) has been detected, to determine a parking level (64c) for an entering motor vehicle (30c) and to output information on the parking level (64c) by means of the input and output device (80), wherein • the parking space (64c) determined by the control device (74) has a longer idle time than the occupied parking spaces (64b) of the respective parking space row (62i) have remaining idle times.

Aspect 20: Annex (50) according to aspect 19, further comprising:

A second access road (66) and a second exit road (68), the second parking space (60) being accessible via the second access road (66) and being able to be exited via the second exit road (68).

Aspect 21: Installation (50) according to aspect 20, wherein an access road start (76) of the second access road (66) begins at an access road end (78) of the access road (16) of the first parking space (10) and the access road (16) of the first parking space (10) has a waiting area (82) of the second parking space (60).

Aspect 22: Installation (50) according to aspect 20, wherein the installation (50) has a waiting area (82) between the second access road (66) and the access road (16) of the first parking space (10).

Aspect 23: Installation (50) according to aspect 21 or 22, wherein the installation (50) has a barrier (84) at the start of the access road (76) of the second access road (66).

Aspect 24: System (50) according to one of aspects 19 to 23, wherein the input and output device (80) is arranged in front of the second access road (66) of the second parking space (60).

Aspect 25: System (50) according to one of aspects 19 to 24, wherein the input and output device (80) has an input and output communication unit (88), and the input and output communication unit (88) is set up with a motor vehicle ( 30e) and / or to communicate with a motor vehicle driver (90).

Aspect 26: System (100) for the optimal use of parking spaces (102, 104) for

Motor vehicle, having: • At least one access road (108; 110) and at least one

Departure road (112; 114), wherein at least one parking space (102; 104) can be accessed via the at least one access road (108; 110) and can be exited via the at least one departure road (112; 114);

• A third parking space (102), which is at least two at least partially adjacent, at least optically marked

Having rows of parking spaces (122i) and wherein each row of parking spaces (122i) has at least one, in particular at least two parking spaces located one behind the other;

• A fourth parking space (104), which is at least two at least partially adjacent, at least optically marked

Having rows of parking spaces (124i) and wherein each row of parking spaces (124i) has at least two parking spaces located one behind the other;

• At least one input and output device (118);

• A detection device for detecting an occupancy state of at least one parking space (102; 104);

A control device which is set up based on the occupancy status of at least one parking space (102; 104) detected by the detection device, based on remaining idle times of occupied parking spaces in the parking space (102; 104) and based on an input sent to the input and output device (118) has been detected to determine a parking space for an entering motor vehicle and to output information on the parking space by means of the input and output device (118), and where

• the parking space determined by the control device has a longer idle time than the occupied parking spaces of the respective parking lot row (122i; 124i) have remaining idle times.

Aspect 27: System (100) for the optimal use of parking spaces (102, 104) for motor vehicles, having:

• At least one access road (108; 110) and at least one

Departure road (112; 114), wherein at least one parking space (102; 104) can be accessed via the at least one access road (108; 110) and can be exited via the at least one departure road (112; 114); • A third parking space (102), which is at least two at least partially adjacent, at least optically marked

• A control device which is set up to determine standing times for the rows of parking spaces (122i; 124i) based on the occupancy status of the at least one parking space (102; 104) detected by the detection device, based on remaining idle times of occupied parking spaces and based on predefined standard idle times;

A display device which has at least one display unit, the display device being set up to display the idle times or departure times for the rows of parking spaces (122i; 124i) determined by the control device, wherein

• the downtime of each row of parking spaces (122i; 124i) determined by the control device is longer than the individual remaining downtimes of the occupied parking spaces of the respective row of parking spaces (122i; 124i).

Aspect 28: Plant (100) according to aspect 26 or 27, wherein

• the system (100) has an access road (106) and the system (100) can be driven on via the access road (106), and

• the third parking space (102) can be accessed via a third access road (108) and can be exited via a third exit road (112) and the fourth parking space (104) can be accessed via a fourth access road (110) and a fourth exit road (114 ) can be left, and where

• the third and fourth access roads (108, 110) are accessible via the access road (106). Aspect 29: Installation (100) according to one of aspects 26 to 28, wherein the installation (100) has a waiting area (120).

Aspect 30: System (100) according to one of aspects 26 to 29, wherein the input and output device (118) is arranged in front of an access road start (111) of the fourth access road (110), in particular at a waiting area end (121).

Aspect 31: Plant (100) according to one of Aspects 26 to 30, the third

Access road (108) can be driven on from the access road (106).

Aspect 32: Plant (100) according to one of Aspects 26 to

31, the system (100) having a barrier and / or a traffic light and / or a retractable bollard, which is arranged in particular on the input and output device (118).

Aspect 33: Installation (100) according to one of aspects 26 to 32, wherein the waiting area (120) can be accessed in the direction of travel after the access road (106) and before the fourth access road (110).

Aspect 34: System (100) according to one of aspects 26 to 33, wherein the system (100) has a fifth parking space (116) which can be accessed via the access road (106), which is set up in particular for passenger vehicles.

Aspect 35: System (100) according to one of aspects 26 to 34, wherein the waiting area (120) is located in front of the third access road (108) in the direction of travel, in particular the waiting area (120) is designed and in particular is separate from the access road (106) the waiting area (120) is arranged on the right in the direction of travel to the access road (106).

Aspect 36: Plant (100) according to one of Aspects 26 to 35, wherein part of the fourth exit road (114) forms the third access road (108), in particular the waiting area (120) is separate from the access road (106) and in particular the waiting area (120) is arranged to the left of the access road (106) in the direction of travel.

Aspect 37: System (100) according to one of aspects 26 to 36, the input and output device (118) being located in such a way that it is located after a third access road start (109) and before the fourth access road start (111) in the direction of travel.

Aspect 38: Installation (100) according to one of aspects 26 to 37, part of the third access road (108) forming the waiting area (120) and the parking spaces in the third parking space (102) being designed as individual parking spaces.

Aspect 39: Installation (100) according to one of aspects 26 to 38, the third access road (108) forming the waiting area (120).

Aspect 40: System (100) according to one of Aspects 26 to 39, wherein the waiting area (120) can be left via the third exit road (112) and the end of the waiting area (121) is directly at a departure road start (113) of the third exit road (112) is located.

Aspect 41: Installation (100) according to one of aspects 26 to 40, wherein the installation (100) has a sixth parking space (134) which has a sixth access road (136) which is formed by the fourth exit road (114).

Aspect 42: System (100) according to one of aspects 26 to 41, wherein the parking row rows of the third (122i) and / or the parking row rows of the fourth (124i) and / or the parking row rows of the sixth parking space parallel and / or across a street ( 126) are aligned, over which the system (100) can be driven.

Aspect 43: Plant (100) according to one of Aspects 26 to 42, wherein the third parking space (102) is set up for passenger cars.

Aspect 44: System (100) according to one of Aspects 26 to 43, wherein at least some of the parking spaces in the third parking space (102) can be accessed from the access road (106).

Aspect 45: Installation (100) according to one of aspects 26 to 44, the parking spaces of the third parking space (102) being accessible from the third access road (108).

Aspect 46: System (100) according to one of aspects 26 to 45, wherein the input and output device (118) has an input and output communication unit, and the input and output communication unit is set up to communicate with the motor vehicle and / or with a motor vehicle driver communicate.

Aspect 47: System (100) according to one of aspects 26 to 46, wherein the detection device is used to detect the occupancy state of the fourth parking space and the control device is set up based on the occupancy state of the fourth parking space (104) detected by the detection device Remaining idle times of occupied parking spaces in the fourth parking space (104) and, based on an input that has been recorded with the input and output device (118), to determine a parking space for an incoming motor vehicle and provide information on the parking space by means of the input and output device (118) ) output.

Aspect 48: System (100) according to aspect 47, wherein the system (100) has at least one display device which has at least one display unit (34g; 34h; 34j; 34k), the display device being set up to indicate idle times for the rows of parking spaces (122i) of the third parking space (102).

Aspect 49: Plant (100) according to aspect 48, wherein • The system (100) has a further detection device for detecting an occupancy status of the third parking space (102);

• the control device is set up, based on the occupancy status of the third parking space (102) detected by the detection device, based on remaining idle times of occupied parking spaces in the third parking space (102) and based on predefined standard idle times standing times for the parking space rows (122i) of the third parking space (102) to determine;

• the display device, which has at least one display unit (34g; 34h; 34j; 34k), is set up to display the idle times determined by the control device for the parking row rows (122i) of the third parking space (102), and wherein

The idle time of each row of parking spaces (122i) of the third parking space determined by the control device is longer than the individual remaining times of the occupied parking spaces of the respective row of parking spaces (122i) of the third parking space.

Aspect 50: System (100) according to aspect 48 or 49, the system (100) further comprising a bridge (54a) which is attached over at least two rows of parking spaces (122i) of the third parking space (102) and on which at least one display unit ( 34k) of the display device is attached.

Aspect 51: System (100) according to aspect 50, wherein the detection device for detecting the occupancy state of the third parking space (102) is arranged on the bridge (54a) and the detection device further comprises one or more detection units (24e), each of the one or a plurality of detection units (24e) is set up to detect the occupancy status of a row of parking spaces (122i) of the third parking space (102).

Aspect 52: System (200a; 200b; 200c; 200d) for optimal use of parking spaces

(202a, 204a; 202b, 204b; 202c, 204c; 202d, 204d) for motor vehicles, comprising: • At least one access road (208; 210) and at least one exit road (212; 214), at least one parking space (202a; 204a; 202b; 204b; 202c; 204c; 202d; 204d) via the at least one access road (208; 210) can be driven on and via which at least one exit road (212; 214) can be left;

• A seventh parking space (202a; 202b; 202c; 202d) which has at least two at least partially adjacent, at least optically identified parking space rows (222i) and each parking space row (222i) having at least two parking spaces located one behind the other;

• An eighth parking space (204a; 204b; 204c; 204d) which has at least two at least partially adjacent, at least optically identified parking space rows (224i) and wherein each parking space row (224i) has at least two parking spaces one behind the other;

• At least one input and output device (218);

A detection device for detecting an occupancy state of at least one parking space (202a, 204a; 202b, 204b; 202c, 204c; 202d, 204d);

A control device which is set up based on the occupancy status of at least one parking space (202a, 204a; 202b, 204b; 202c, 204c; 202d, 204d) detected by the detection device, based on the remaining idle times of occupied parking spaces of at least one parking space (202a, 204a; 202b, 204b; 202c, 204c; 202d, 204d) and, based on an input that has been recorded with the input and output device (218), to determine a parking level for an entering motor vehicle and to provide information on the parking level by means of the input and output device Output device (218), and wherein

• the parking space determined by the control device has a longer idle time than the occupied parking spaces of the respective parking lot row (222i; 224i) have remaining idle times, and where

• the parking lot rows (222i) of the seventh parking space (202a; 202b; 202c; 202d) are aligned parallel to one another and at least some of the parking lot rows (222i) can be accessed from a first direction, and wherein • the rows of parking spaces (224i) of the eighth parking space (204a; 204b; 204c; 204d) are aligned parallel to one another and at least some of the rows of parking spaces (224i) can be accessed from a second direction, and wherein

• the first direction and the second direction are different.

Aspect 53: System (200a; 200b; 200c; 200d) for the optimal use of parking spaces (202a, 204a; 202b, 204b; 202c, 204c; 202d, 204d) for motor vehicles, comprising:

• At least one access road (208; 210) and at least one exit road (212; 214), at least one parking space (202a; 204a; 202b; 204b; 202c; 204c; 202d; 204d) via the at least one access road (208; 210) can be driven on and via which at least one exit road (212; 214) can be left;

• A control device that is set up based on the occupancy status of the at least one parking space (202a, 204a; 202b, 204b; 202c, 204c; 202d, 204d) detected by the detection device, based on remaining idle times of occupied parking spaces and based on predefined standard idle times for determine the parking row rows (222i; 224i);

A display device which has at least one display unit, the display device being set up by the control device to display certain idle times or departure times for the rows of parking spaces (222i; 224i), with

• the downtime of each row of parking spaces (222i; 224i) determined by the control device is longer than the individual remaining downtimes of the occupied parking spaces of the respective row of parking spaces (222i; 224i), and where

• the rows of parking spaces (222i) of the seventh parking space (202a; 202b; 202c; 202d) are aligned parallel to one another and at least some of the

Row of parking spaces (222i) can be driven over from a first direction, and wherein

• the rows of parking spaces (224i) of the eighth parking space (204a; 204b; 204c; 204d) are aligned parallel to one another and at least some of the

Row of parking spaces (224i) can be driven over from a second direction, and wherein

• the first direction and the second direction are different.

Aspect 54: Installation (200a; 200b; 200c; 200d) according to one of aspects 52 or 53, wherein the seventh parking space (202a; 202b; 202c; 202d) has a seventh access road (208) and a seventh exit road (212) and the eighth parking space (204a; 204b; 204c; 204d) has an eighth access road (210) and an eighth exit road (214).

Aspect 55: Installation (200a) according to one of aspects 52 to 54, wherein the parking lot rows (222i) of the seventh parking space (202a) are aligned parallel to the parking lot rows (224i) of the eighth parking space (202b).

Aspect 56: Installation (200b; 200c; 200d) according to one of aspects 52 to 55, wherein the seventh parking space (202b; 202c; 202d) is separated from the eighth parking space (204b; 204c; 204d) by a street, preferably by the Zu - and / or exit road of the seventh and / or eighth parking space (208; 210; 212; 214).

Aspect 57: Installation (200b) according to one of aspects 52 to 56, wherein the exit road (212) of the seventh parking space (202b) forms the access road (210) of the eighth parking space (204b). Aspect 58: Installation (200b) according to one of aspects 52 to 57, wherein the eighth access road (210) can be exited via the eighth parking space (204b) and the eighth access road (210) ends in a dead end.

Aspect 59: Plant (200d) according to one of Aspects 52 to 58, wherein the plant (200d)

• has a ninth parking space (240) which has at least two at least partially adjacent, at least optically identified parking space rows and wherein each parking space row has at least two parking spaces one behind the other, and wherein

• the rows of parking spaces of the ninth parking space (240) are aligned parallel to one another, and wherein

• each of the seventh and eighth parking spaces (202d, 204d) is separated from the ninth parking space (240) by at least one access road and / or exit road (208; 210; 212; 214).

Aspect 60: Installation (200c) according to one of aspects 52 to 59, part of the seventh access road (208) forming part of the eighth access road (210).

Aspect 61: System (300a; 300b) for the optimal use of a tenth parking space (302a; 302b) in a first and in a second state, comprising:

• An access road (308) and an exit road (312), the tenth parking space (302a; 302b) being accessible via the access road (308) and being able to be exited via the exit road (312);

• At least two at least partially adjacent, at least optically identified parking space rows (322i), each parking space row (322i) having at least two parking spaces one behind the other in the first state of the parking space (302a; 302b);

• At least one input and output device (318);

A detection device for detecting an occupancy state of the tenth parking space (302a; 302b); A control device, which is set up, in a first state of the parking space (302a; 302b) based on the occupancy state of the tenth parking space (302a; 302b) detected by the detection device, based on remaining times of occupied parking spaces in the tenth parking space (302a; 302b) and based on an input that has been recorded with the input and output device (318), to determine a parking space for an entering motor vehicle and to output information on the parking space by means of the input and output device (318), and wherein

• the parking space determined by the control device has a longer idle time than the occupied parking spaces of the respective parking lot row (322i) have remaining idle times, and where

• in a second state of the tenth parking space (302a; 302b), the parking space has individual parking spaces (324i; 326i) for passenger vehicles, and wherein

• the individual parking spaces (324i; 326i) can be accessed via access roads and exited via exit roads (330a; 330c), and where

• the access roads and exit roads (330a; 330c) are formed on at least some of the rows of parking spaces (322i).

Aspect 62: System (300a; 300b) for the optimal use of a tenth parking space

(302a; 302b) in a first and in a second state, comprising:

A detection device for detecting an occupancy state of the tenth parking space (302a; 302b);

A control device, which is set up, in a first state of the parking space (302a; 302b) based on the occupancy state of the tenth parking space (302a; 302b) detected by the detection device, based on remaining parking times of occupied parking spaces and based on to determine the predefined standard idle times for the rows of parking spaces (322i);

A display device which has at least one display unit, the display device being set up to display, in a first state, the idle times or departure times for the rows of parking spaces (322i) determined by the control device, wherein

The idle time of each row of parking spaces (322i) determined by the control device is longer than the individual remaining times of the occupied parking spaces of the respective row of parking spaces (322i), and where

• the access roads and exit roads (330a; 330c) are formed on at least some of the rows of parking spaces (322i), wherein

The display device is optionally set up to display the parking facility for passenger cars in a second state.

Aspect 63: Installation (300a) according to one of aspects 61 or 62, wherein in the second state of the parking space (302a) the individual parking spaces (324i) run transversely to the parking space rows (322i) and the access roads and exit roads (330a) of the individual parking spaces (326i) ) run along the rows of parking spaces (322i), in particular each individual parking space (324i) lies on at least two rows of parking spaces (322i).

Aspect 64: System (300b) according to Aspect 61 to 63, wherein in the second state of the parking space (302b) the individual parking spaces (326i) run along the rows of parking spaces (322i) and the access roads and exit roads (330c) of the individual parking spaces run across the rows of parking spaces (322i) run. Reference symbol

10 (first) parking space

12, 12a-12g, 12i row of parking spaces (of the first parking space) 14, 14a-14d parking space (of the first parking space) 16 (first) access road 18 (first) exit road

24a-24e detection unit 28 control device

30a-30e motor vehicles 34, 34a-34k display unit 36 variable display part

38 static display section

39 arrow symbol

40 symbolic display section 42 parking zone 44 communication device 50 system

52a, 52b traffic island 54, 54a bridge 56a - 56c masts 60 (second) parking space

62a, 62b, 62i parking row row (of the second parking space)

64, 64a - 64e parking stand (of the second parking space)

66 (second) access road

68 (second) exit road

72 detection unit

74 Control device

76 Beginning of the access road

78 End of the access road

80 Input and output device

82 Waiting area

84 barrier / traffic light / bollard Input and output communication unit

Vehicle drivers / users

system

(third) parking space (fourth) parking space on the driveway (third) driveway

Start of the access road (the third access road) (fourth) access road

Start of the access road (the fourth access road) (third) exit road

Departure road start (the third departure road)

(fourth) exit road

(fifth) parking space (for passenger cars)

Input and output device (with barrier)

waiting room

End of waiting area i rows of parking spaces (of the third parking space) i rows of parking spaces (of the fourth parking space)

Street

(additional) special lane a - 130e traffic route a - 132g traffic island (sixth) parking space (sixth) access road a - 200d Annex a - 202d (seventh) parking space a - 204d (eighth) parking space on access road (seventh) access road (eighth) access road (seventh) Departure road (eighth) departure road Input and output device waiting area i rows of parking spaces (of the seventh parking space) i rows of parking spaces (of the eighth parking space)

(additional) row of parking lots a - 230d traffic route a, 232b traffic island drag curve (ninth) parking space (ninth) access road (ninth) exit road a, 300b Annex a, 302b (tenth) parking space (tenth) access road (tenth) exit road Input and output device i rows of parking spaces (of the tenth parking space) i single parking spaces (for passenger cars) i single parking spaces (for passenger cars) a access road and / or exit road for individual parking spaces b traffic route c access road and / or exit road for individual parking spaces

Claims

1. System (100) for optimal use of parking spaces (102, 104) for

Motor vehicle, having:

• At least one access road (108; 110) and at least one

• At least one input and output device (118);

• A detection device for detecting an occupancy state of the fourth parking space (104);

• A control device which is set up based on the occupancy status of the fourth parking space (104) detected by the detection device, based on remaining idle times of occupied parking spaces in the fourth parking space (104) and based on an input which is transmitted to the input and output device (118) has been detected to determine a parking space for an entering motor vehicle and to output information on the parking space by means of the input and output device (118), and wherein

• the parking space determined by the control device has a longer idle time than the occupied parking spaces of the respective parking lot row (124i) have remaining idle times.

2. Plant (100) according to claim 1, wherein the plant (100) at least one

Display device which has at least one display unit (34g; 34h; 34j; 34k), the display device being set up to display idle times for rows of parking spaces (122i) of the third parking space (102).

3. Plant (100) according to claim 2, wherein

• The system (100) has a further detection device for detecting an occupancy status of the third parking space (102);

• the downtime of each row of parking spaces (122i) of the third parking space (102) determined by the control device is longer than the individual remaining times of the occupied parking spaces of the respective row of parking spaces (122i) of the third parking space (102).

4. System (100) according to claim 2 or 3, wherein the system (100) further comprises a bridge (54a) which is attached over at least two rows of parking spaces (122i) of the third parking space (102) and on which at least one display unit (34k ) is attached to the direction of the display.

5. System (100) according to claim 4, wherein the detection device for detecting the occupancy state of the third parking space (102) is arranged on the bridge (54a) and the detection device further comprises one or more detection units (24e), each of the one or more a plurality of detection units (24e) is set up to detect the occupancy status of a row of parking spaces (122i) of the third parking space (102).