Parking system for vehicles

Abstract

Parking system with a plurality of parking spaces for vehicles, where - a parking control system is provided which has discrimination means (4) which detect vehicles (27, 27') entering the parking system (1) and at least determine in a query whether the respective vehicle (27, 27') has an autonomous or semi-autonomous driving mode compatible with the parking control system, and assigns vehicles (27) which have such a compatible autonomous or semi-autonomous driving mode to a first category and all other vehicles to a second category, - the parking space control system takes over control of vehicles (27) of the first category during a first control sequence and, in autonomous or semi-autonomous driving mode, autonomously controls the vehicle to a parking space (P1 to P10) of a second category without charging facility or to a fully automatic charging terminal (T1 to T7) with fully automatic charging and / or discharging function, depending on the parameters, - the parking control system guides vehicles (27') of the second category, in the course of a second control process with the aid of a control system (19), in a parameter-dependent, manually controlled manner to a parking space (L1 to L5) of a first parking space category with manual loading and / or unloading facilities or to a parking space (P1 to P10) of a second category without loading facilities, - the parking space control system queries the parameter specifications of the user as user parameters and stores them in a user parameter memory (31) and contains specifications of the parking system (1) as internal parameters (22), and wherein the parking space control system has a detection device for entering vehicles and a radio-based communication device (12) with a standardized communication interface and the parking space control system is designed such that upon detection of an entering vehicle by means of the radio-based communication device (12) it initiates a communication dialogue via the standardized communication interface and - if a communication dialogue is established, determines whether the vehicle is capable of driving in autonomous or semi-autonomous driving mode (27), - if the vehicle (27) is drivable in autonomous or semi-autonomous driving mode, takes control of the vehicle (27) during the first control sequence, - if it is a manually controlled vehicle (27'), the control system (19) is activated during the second control sequence, - in the event that a communication dialogue does not occur during the second control process, the control system (19) is activated.

Description

[0001] The invention relates to a parking system for vehicles, in particular motor vehicles, according to the preamble of claim 1.

[0002] In the field of automotive mobility, numerous new developments are currently taking place in parallel. On the one hand, there are increased efforts to develop largely emission-free vehicles; on the other hand, efforts are underway to design vehicles so that they can be driven autonomously or semi-autonomously in road traffic. Autonomous vehicles are those that can move autonomously in traffic at all speeds and in all environmental scenarios. Semi-autonomous vehicles, on the other hand, are defined as those that can only be driven autonomously at low speeds and in defined driving situations.

[0003] With a view to developing largely emission-free vehicles, special efforts are being focused on developing fully or partially electric vehicles powered by rechargeable traction batteries. Both these electric vehicles and those with conventional drive systems are already being equipped with functions that allow, at least to a limited extent, semi-autonomous movement. As part of this development, these autonomously or semi-autonomously operated vehicles are becoming increasingly wirelessly connected to the infrastructure.

[0004] The increasing number of vehicles powered entirely or partially by rechargeable traction batteries poses the problem of creating a charging infrastructure that allows for convenient charging of the traction battery. "Convenient" here primarily means that using an electric vehicle equipped with a traction battery differs only slightly from using a conventionally powered vehicle. However, current charging systems, both on the vehicle and in the infrastructure, still require too much time to charge the traction batteries, so it is necessary to resort to charging the traction batteries at times when the vehicle is already stationary.

[0005] Since electrically powered vehicles with a traction battery can only achieve largely emission-free status if the electricity for the traction battery is generated from renewable energy sources – i.e., largely from solar and wind power – and these energy sources are not permanently available in equal quantities, there is the problem of temporarily storing electricity generated from solar and wind power and feeding it into the power grid when needed. This problem is exacerbated by the fact that, as part of the so-called "energy transition," electricity production is to be largely converted to renewable energies in the aforementioned sense. In order to maintain grid stability in this overall context, it is necessary to temporarily store electrical energy on a large scale. Among other storage options, it has already been proposed to use the traction batteries of electric vehicles as intermediate storage.To this end, numerous developments are underway under the keyword “Smart Grit” to integrate traction batteries from electric vehicles into the power grid as intermediate storage in order to stabilize it.

[0006] In the wake of the developments outlined above, completely new requirements will be placed on vehicle parking systems in the future. This applies particularly to the increasingly heterogeneous composition of vehicles that such a parking system must accommodate. In this context, "inhomogeneous composition" specifically means that a parking system must accommodate both vehicles with combustion engines and vehicles powered by a traction battery or fuel cell, and that all vehicle types can be wirelessly networked with the infrastructure via a standardized interface and, if appropriate, have autonomous driving capability.

[0007] In the context described above, a control system for a rechargeable vehicle is known from US 2017 / 0 136 889 A1, wherein the control system includes a vehicle tracker that identifies rechargeable electric vehicles currently traveling in a transportation network and tracks the last known position in the transportation network of each rechargeable electric vehicle. Furthermore, the control system includes a vehicle router that directs the rechargeable electric vehicles to one of several charging segments along the transportation routes located in the transportation network, such that the electric vehicles are charged in a load-distributed manner in the transportation network. While such a concept contributes to stabilizing the network supplying the charging segments, it does not solve the problem of type-appropriate vehicle handling with regard to parking and / or charging.

[0008] Furthermore, it is known from US 2017 / 0 203 655 A1 to balance power grid production with power grid demand by controlling an electrified vehicle traveling on an induction lane before and during an induction lane event in such a way that either the charge level of a battery pack is maintained in response to a first grid condition of the power grid or the battery pack is discharged in response to a second grid condition of the power grid. Such a system requires a specially designed lane network with induction lanes and also does not solve the problem of type-appropriate vehicle handling with regard to parking and / or charging.

[0009] It is known from US 7309966 B2 that an electric vehicle, which typically draws its electrical energy from an electrical grid and therefore also has corresponding connections to an electrical grid, can no longer be charged solely with electrical energy from the grid, but can also feed unused energy into the grid at a specific time if necessary. Here, too, only a stabilization of a charging network for electric vehicles with traction batteries is achieved; type-specific handling of vehicles with regard to parking and / or charging is not achieved.

[0010] Finally, DE 102008055881 A1 describes a system with vehicles equipped with a vehicle control system for self-driving the vehicle. Furthermore, the vehicles have a charging system for electrically charging the vehicles and at least one charging contact that is functionally connectable to at least one charging contact of the charging station at a charging location. Furthermore, a charging location system is provided that receives the vehicles at a transfer area, starts them, and automatically drives them to a charging location selected by the charging location system. At the selected charging location, the charging location system establishes a charging contact between the vehicle and the charging station of the charging location and charges or discharges the vehicle or uses it as an energy buffer. At a time preselected by the user, the charging location system automatically guides the vehicle with the charge level specified by the user to the selected transfer area.This describes a system exclusively suitable for fully or partially electrically powered vehicles powered by rechargeable traction batteries. Each of these vehicles has a radio-based communication device connected to a charging controller and is capable of autonomous or semi-autonomous operation. The charging controller contains parameters defining the charging and / or discharging process. While the described system solves the parking, charging, discharging, and grid buffering problems for this one vehicle type, the majority of vehicles that do not have these special functions cannot be handled by this system.

[0011] US 2018 / 0218 605 A1 discloses a generic, automatic parking space allocation system. DE 10 2016 000 783 A1 discloses a method for optimizing space and energy utilization. DE 10 2015 204 366 A1 discloses a parking space release control system.

[0012] Based on the prior art discussed above, the object of the invention is therefore to provide a parking system for vehicles that allows all vehicles of a heterogeneous mobility structure in individual transport to be processed in an optimized manner with regard to their parking request and / or charging and / or discharging request, and to stabilize the charging infrastructure using the traction batteries integrated into the system. Thus, the parking system should be equally suitable for conventionally powered vehicles with combustion engines, electric vehicles powered by a traction battery, or fuel cell-powered vehicles, regardless of whether they are wirelessly networked with the infrastructure and, if applicable, have autonomous driving capability.

[0013] The problem is solved by the features of the main claim. Advantageous embodiments and further developments are disclosed in the dependent claims.

[0014] To achieve this objective, it is proposed to provide a parking control system having distinguishing means that detect vehicles entering the parking system and, in a query, at least determine whether the respective vehicle has an autonomous or semi-autonomous driving mode compatible with the parking control system, and assigns vehicles that have such a compatible autonomous or semi-autonomous driving mode to a first category and all other vehicles to a second category. Furthermore, it is provided that, for vehicles in the first category, the parking control system assumes control of these vehicles during a first control sequence and, in the autonomous or semi-autonomous driving mode, steers them autonomously, depending on the parameters, to a parking space in a second category without charging capability or to a charging terminal with a fully automatic charging and / or discharging function.For vehicles in the second category, the parking control system is designed to guide them, in a second control process with the aid of a guidance system, manually and parameter-dependently to a parking space in a first parking category with manually operable charging and / or unloading facilities, or to a parking space in a second category without charging facilities. Regarding the parameters, the parking control system is designed to query the user's specifications as user parameters and store them in a user parameter memory, while also including parking system specifications as internal parameters.

[0015] The key advantage of such a parking system is that all vehicle types are largely automated by the parking system's parking control system. User parameter settings take into account not only the vehicles' parking request, but also any charging request from electric vehicles powered by traction batteries, or any discharging request from such vehicles if they contain charge in their traction batteries that was, for example, acquired at lower rates and is to be marketed at higher rates. Furthermore, the parking system is advantageously capable of independently parking vehicles operating in autonomous or semi-autonomous driving mode, regardless of whether they are electric or powered by a combustion engine, changing parking locations, driving to a charging terminal with fully automatic charging and / or discharging functions, or to a parking space with or without charging and / or discharging options.

[0016] For clarification, it should be noted at this point that the parking control system is a computer-based control system that processes control instructions stored in the memory of a control computer using a processor also contained in the control computer. In particular, the aforementioned distinguishing means, the first control sequence and the second control sequence, are control instructions combined into control routines that—processed by the processor—execute the assigned control tasks using the input and output devices, sensors, and transmission devices contained in the parking control system.

[0017] With regard to the vehicles that the parking control system can control, the terms "vehicles capable of driving in autonomous driving mode" and "vehicles capable of driving in semi-autonomous driving mode" are used above and below. Vehicles capable of driving in autonomous driving mode are those vehicles that can move autonomously in traffic across all speed ranges and in all environmental scenarios. Vehicles capable of driving in semi-autonomous driving mode, on the other hand, are understood to be capable of driving autonomously only at low speeds and in defined driving situations. The autonomous driving function of both types, as understood here, is sufficient to move autonomously within the parking system according to the invention in accordance with the control instructions of the parking control system.Therefore, when it is stated above and below that “the parking space control system takes control of these vehicles during a first control process and, in autonomous or semi-autonomous driving mode, steers autonomously to a parking space of a second category without charging facilities or to a fully automatic charging terminal depending on the parameters”, this means that the parking space control system specifies the destination for the vehicle and, based on the current position, the route to the destination, but the steering, acceleration or braking maneuvers are generated by the vehicle itself within the framework of the autonomous or semi-autonomous driving mode.

[0018] The term "fully automated charging terminal" in the context described here means that a vehicle that has been placed in such a charging terminal under the control of the parking lot control system using autonomous driving mode is processed fully automatically. To this end, the charging terminal establishes a fully automatic connection to the vehicle-side charging or discharging device and carries out the charging or discharging process, including the temporary buffering of charge, under the control of the parking lot control system. In the case of an inductive charging or discharging device, the connection to the vehicle-side charging or discharging device is established by appropriately positioning the vehicle relative to the charging terminal. If the charging connection is via a plug, the connection to the vehicle-side charging or discharging device is established by a robot arm controlled by the charging terminal.A stay in such a fully automated charging terminal is always only temporary. A vehicle whose stay in the parking system is intended to last longer than the automatic charging or discharging process is parked in a parking space without a charging function before and / or after the automatic charging or discharging process. These reparking processes take place autonomously, controlled by the parking space control system, as defined above. In contrast to a fully automated charging terminal, in parking spaces with manual charging and / or discharging options, the charging and discharging devices must be operated manually. In particular, the connection between the parking system-side charging and discharging devices and the vehicle-side charging and discharging devices must be established manually.

[0019] For the automatic processing of the stay in the parking system, it is advantageous if the user parameters relate to at least one of the user details parking, charging and / or discharging of a possible existing traction battery, use of any available free capacity of a traction battery as a buffer, duration of the vehicle's stay in the parking system, price specifications for charging, price specifications for discharging, price specifications for using the battery as a buffer.

[0020] If the parking system offers additional services related to the vehicles in the parking system, it is of course possible to provide a variety of additional user parameters that define these services and enable the parking lot control system to schedule them in relation to the vehicle's length of stay. Such services can include cleaning the interior and / or exterior of the vehicle, refueling the vehicle with liquid or gaseous fuel, or another service on the vehicle. If the vehicle in question is an autonomously driven vehicle controlled by the parking lot control system, the locations where the respective service is provided are approached autonomously by the vehicle. In the case of manual control, the approach is made with the assistance of the manually driving driver via the guidance system activated by the parking lot control system.

[0021] Also required for automatic processing are parking system specifications, which are available as internal parameters in the parking control system and preferably relate to at least one of the parking system specifications: charging time, discharging time, buffer time, parking location, and charging location. In general, the internal parameter specifications of the parking control system ensure that the services requested by the user are compatible with the vehicle and can be processed within the specified timeframe.

[0022] For explanation, it should be noted here that the parking control system requires at least one user specification as a user parameter and at least one parking system specification as an internal parameter to plan the stay of a vehicle entering the parking system. The parking control system updates the plan created using planning tools that existed up to the time the vehicle entered. Therefore, at any given time, the parking control system maintains a time-based plan regarding the stay of each vehicle in the parking system, which includes all of the aspects discussed above.

[0023] With regard to the advantageous design of the parking system, it is proposed that the user specifications be transmitted from a parameter memory in the vehicle to the parking control system via radio technology via a standardized interface. This variant allows user parameters to be generated manually at an earlier point in time or, with appropriate vehicle configuration, automatically, and to be automatically transmitted to the parking control system upon entering the parking system. Radio connections such as those used here can correspond to those required for general vehicle-infrastructure communication and have already been proposed.For the automatic generation of user parameters mentioned above, entries in electronic appointment calendars or other entries in electronic media, for example in social networks, can be used, provided that vehicle movements can be assigned to these electronic entries and the vehicle control system has access to such entries.

[0024] If a vehicle does not have a radio connection with a standardized interface, or if this connection option is deactivated in the vehicle, another advantageous option for transmitting user parameters to the parking control system is to prompt the user, for example, before access to the parking system is granted, to manually enter the user parameters relevant to their stay into selection devices connected to the parking control system. These selection devices could, for example, be an interactive screen.

[0025] Furthermore, it may be advantageous to communicate the user parameters relevant for the planned use of the parking system to the parking control system using a public network, for example, by manual entry into a mobile device and subsequent transmission over the public network. In this case, it is advantageous to provide an interactive platform connected to the parking control system, accessible, for example, via the internet, which displays user parameter selection options on the interactive screen, for example, of a smartphone, and the user transmits the user parameters they prefer to the parking control system via keyboard or screen input.

[0026] In the event that a radio connection of the type described above exists between the vehicle and the parking space control system, it is advantageous in the design of the parking system if the parking space control system contains parameter query means by means of which it determines whether, according to the user parameters stored in a vehicle-side parameter memory, a vehicle should be parked and / or its traction battery should be charged and / or discharged and / or whether free capacity of the traction battery is available as a buffer storage for electrical charge and for how long the vehicle will be available. Parameter query means is understood here to be a dialog routine by means of which, after the dialog has been set up by the parking space control system, user parameters stored in a memory location known to the vehicle control system are queried from the parking space control system via a vehicle control system present in the vehicle.

[0027] If the vehicle does not have a radio device for communicating with the parking control system, or if this device is deactivated, an advantageous embodiment provides for the parking control system to include selection means by which it is possible to manually select whether a vehicle should be parked and / or charged and / or discharged and / or whether free capacity of a traction battery is available as a buffer storage for electrical charging, and for how long the vehicle will be available. Such selection means advantageously have an interactive screen by means of which a user parameter selection can be displayed, and user parameters desired by the user can be selected by tapping.

[0028] A further embodiment of the parking system provides for the parking control system to include a vehicle tracking system and the guidance system to include display devices. Equipped in this way, the parking control system locates vehicles in real time using the vehicle tracking system. If the vehicles are autonomous or semi-autonomous vehicles, the parking control system guides them to a parking space of the second parking category or to a fully automated charging terminal, depending on the parameters assigned to the respective vehicle during the first control process, with the aid of the real-time location of the vehicle tracking system.In the case of vehicles without autonomous driving function, the parking control system directs them manually to a parking space of the first parking category or to a parking space of the second parking category during the second control process with the aid of the real-time location of the vehicle tracking system and the display means of the guidance system.

[0029] The vehicle tracking system allows the user-selected parameters to be assigned to each vehicle at any time. Furthermore, in the second control sequence, if a manually controlled vehicle accidentally ignores the path specified by the guidance system display, it can still be directed to the correct location by adjusting the guidance instructions in real time. If the manually controlled user repeatedly disregards the guidance system's instructions, the vehicle can be stopped by alerting service personnel or deploying technical means.

[0030] Tracking systems as mentioned above can be implemented in various ways and are also the subject of numerous publications under the term "object identification and object tracking." Since the tracking system itself is not the subject of the present invention, but merely its application, reference is made here to DE 10 2009 038 364 A1 and the secondary literature cited therein for an example of its functionality.

[0031] The display means mentioned above can be located outside the vehicle and indicate the route to be taken, for example in the form of light signals, but it is also conceivable that - assuming a corresponding communication device between the parking space control system and the vehicle - the route to be taken is displayed in the vehicle by a corresponding display, for example a head-up display.

[0032] According to the invention, the parking control system comprises a detection device for entering vehicles and a radio-based communication device with a standardized communication interface. It is designed such that, upon detection of an entering vehicle by the communication device, it initiates a communication dialog via the standardized communication interface. If a communication dialog is established, the parking control system first determines whether the vehicle is autonomously drivable. If the vehicle has an autonomous driving function, the parking control system assumes control of the vehicle during the first control sequence. If the vehicle does not have an autonomous driving function, the parking control system activates the control system during the second control sequence.If no communication dialog is established after the parking control system initiates a communication dialog, the parking control system activates the control system during the second control sequence. This design and procedural approach ensures that each vehicle, depending on its current capabilities, is automatically assigned to the correct control sequence, even if, for example, the vehicle's communication capability or autonomous or semi-autonomous driving mode is defective or has been deactivated.

[0033] In a further development of the parking system, it may be advantageous to provide a third parking space category comprising at least two parking spaces, wherein the parking spaces in the third parking space category are equipped with a charging and / or discharging facility such that charge can be exchanged directly from each of the parking spaces in this third category with at least one other parking space in this third category. This creates the possibility for two vehicles with traction batteries, whose users have agreed to exchange charge, to do so directly without placing a strain on the parking system network. For this purpose, it is advantageous if a separate user parameter is assigned to the third parking space category.If the corresponding user parameter is selected for vehicles capable of autonomous or semi-autonomous driving, the parking control system will steer the vehicle autonomously to a parking space of the third parking category during the first control sequence. If the corresponding user parameter is selected for vehicles with manual control, the parking control system will manually direct the vehicle to a parking space of the third parking category during the second control sequence.In order to be able to carry out the aforementioned charge exchange between two vehicles in a targeted manner, it is advantageous if a further user parameter is provided which designates two defined vehicles with traction batteries which wish to exchange charge and that, when this user parameter is selected, the allocation of parking spaces in the third parking category or the charge-related allocation of parking spaces in the third parking category is carried out by the parking control system in such a way that a charge exchange between these vehicles can be carried out in a targeted manner.

[0034] Due to the diversity of the services defined by the user using the user parameter selection, it is advantageous that upon entering the parking system, the parking control system, depending on the user parameter specification or based on the user parameter selection made using the selection tools, submits an offer for the loading and / or unloading and / or parking request via display devices in the vehicle or via display devices linked to the selection tools. The offer can then be accepted or rejected by manual entry into the vehicle-mounted input devices or via selection tools, so that upon acceptance, a contract is also concluded in the legal sense.

[0035] In a practical embodiment, it is advantageously provided that, in the case of vehicles that are fully or partially electrically powered by rechargeable traction batteries, user parameters for the desired charge level upon exit, the expected exit time, the release of free capacity of the traction battery as a buffer storage, the desired parking space category, the direct charge exchange with a specific user can be specified as user parameters by entering them in the parameter memory of the vehicle or by entering them in the selection means of the parking space control system, and the parking space control system compares the fulfillment of the user parameter specifications by comparing them with a plan stored in the parking space control system and updated with each vehicle added, and signals the fulfillment or non-fulfillment depending on the result.If the user parameter specifications can be met, the parking control system implements them. If they cannot be met or are only partially met, the parking control system indicates this via a display in the vehicle or via a display connected to the selection device. This design gives the user the opportunity to reschedule or refrain from entering the parking system even before entering the parking system.

[0036] To increase the convenience of the parking system, it may be advantageous to provide an interactive platform that can be accessed via a radio-based or wire-based private or public network, which is connected to the parking control system for control purposes and via which the user can change the user parameters already transmitted to the parking control system. For this purpose, for example, an identifier can be transmitted to the user upon entering the parking system, which they can use to log into the platform via the radio-based or wire-based private or public network. Such platforms are generally known as internet platforms, so further details are unnecessary. Even if the original user parameters are subsequently changed, the user parameter specifications may not be met.Therefore, it is advantageous here that the parking control system compares user parameters with the planning stored in the parking control system, which is updated with each vehicle added, when user parameters are changed. Depending on the result of the comparison, the parking control system signals to the user via the platform whether the new user parameter specifications can be met, partially met, or cannot be met and, if necessary, submits a new offer. Upon approval of the change and, if applicable, the new offer by the user, the specifications defined by the new user parameters are implemented by the parking control system.

[0037] It should be added that the parking system described above and below is of course suitable not only for passenger cars, but for any type of motor-driven vehicle.

[0038] Further embodiments and advantages of the invention are explained in more detail below with reference to the drawings. They show: Figure Principle diagram of a parking system with a parking control system in functional block representation.

[0039] The single figure shows a schematic diagram of a parking system 1 controlled by a parking control system. It depicts a parking deck 2 within a parking garage, which is part of the parking system 1. It includes fully automatic charging terminals T1 to T7 with automatic charging and discharging functions, parking spaces P1 to P10 without charging and discharging functions (second parking category), charging parking spaces L1 to L5 with manual charging and discharging functions (first parking category), and charging-connected parking spaces LV1 and LV2 (third parking category). Vehicles F1 to F12 are parked on parking deck 2. The designations F1 to F12 represent an identification code that the vehicles receive upon entering the parking system 1. Further details on the identification code are provided below. A vehicle 27 / 27', which has not yet been assigned an identification code, is parked in the entrance area of ​​the parking system 1.

[0040] To better explain the functionality of the parking system 1, the components belonging to the parking control system are integrated into the illustration and shown in functional block diagrams. The parking control system has a control computer 3, whose control tasks are also represented in functional blocks. The control computer 3 contains, as functional blocks, discrimination means 4, power control means 5, a tracking system 6, first control means 7 for a first control sequence, second control means 8 for a second control sequence, planning means 9 containing internal parameters 22, and parameter query means 10 that query user parameters and store them in a parameter memory 31 of the planning means 9. To fulfill its various functions, which are defined by the aforementioned functional blocks 4 to 10, the control computer 3 is connected to a series of peripheral devices.To indicate which of the functional blocks 4 to 10 accesses which peripheral devices, these functional connections are indicated by arrows in the illustration. As can be seen from the illustration, an entry terminal 11 is provided, which has a detection device (not shown) for incoming vehicles, a radio-based communication device 12 with a standardized communication interface, and display and input means in the form of an interactive screen 13. The entry terminal 11 is functionally connected to the control computer 3 and interacts here in particular with the differentiation means 4, the parameter query means 10, and the planning means 9. Furthermore, a power distributor 14 is provided, which distributes the charging power. For this purpose, the power distributor 14 can be connected to the charging / unloading robot 15 on the one hand and to manual charging / unloading devices 16 on the other.As can be seen from the illustration, each fully automatic charging terminal T1 to T7 is assigned a charging / unloading robot 15, and each of the charging parking spaces L1 to L5 is assigned a manually operated charging / unloading device 16. For clarity, however, only two charging / unloading robots 15 and two manual charging / unloading devices 16 are provided with reference numerals. The power distributor 14 is designed such that it can both supply power to the charging / unloading robots 15 and the manual charging / unloading devices 16, as well as receive power from them; the direction of the power transfer is indicated by arrows. Furthermore, the power distributor 14 is bidirectionally connected to the public power grid 17, meaning it can both receive power from the public power grid 17 and supply power to it.The power distributor 14 is controlled by the power control means 5, which also control the loading / unloading robots 15 and the manual loading / unloading devices 16 to supply power to or from a vehicle. To supply the tracking system 6, which in the selected example is designed as a video-based tracking system, with data, cameras K1 to K4 are provided. These image the entry area 20 (camera K1), the parking deck 2 (cameras K2, K3), and the exit area 21 (camera K4) and deliver the corresponding image data to the tracking system 6.In order to assume control of a vehicle operating in autonomous or semi-autonomous driving mode in the first control sequence, a radio device 18, 18' controlled by the first control means 7 is provided, which transmits navigation data and the current position to the respective vehicle via the radio-based standardized communication interface (not shown). The first control means 7 obtains the latter from the tracking system 6. It is, of course, assumed here that the vehicle can autonomously convert the transmitted data into driving commands. For the second control sequence, the second control means 8 are connected to a guidance system 19, which controls projection means (not shown) that project light signals onto the floor of the parking deck and thus guide the respective vehicle to its destination.The second control means 8 obtain the current position of the vehicle from the tracking system 6 and control the control system 19 taking the current position into account.

[0041] As already explained above, the vehicles with the identification numbers F1 to F12 are located in the area of ​​parking deck 2. For the sake of simplicity, we will refer to "vehicles F1 to F12" below, but this naturally refers to vehicles with the identification numbers F1 to F12. Vehicles F1 and F2 are each located in a fully automated charging terminal and are charged using the respective charging / unloading robots 15. Vehicles F3 to F7 are parked in parking spaces P1 to P10 without charging or unloading functions. Vehicle F3 is located in parking space P1, vehicle F4 in parking space P3, vehicle F5 in parking space P5, vehicle F6 in parking space P9, and vehicle F7 in parking space P7. Furthermore, vehicles F8 to F10 are located in charging parking spaces L1 to L5, namely vehicle F8 being charged in charging parking space L2, vehicle F9 being unloaded in charging parking space L4 and vehicle F10 being unloaded in charging parking space L5.Vehicles F11 and F12, indicated by dashed outlines, are discussed below in connection with examples 1 and 2.

[0042] For the vehicles F1 to F10 located in parking system 1, it is assumed that the control computer 3 has determined the respective user parameters that co-determine the stay in parking system 1 by means of the parameter query means 10 and has created a plan 23 using these user parameters and its internal parameters 22 contained in the planning means 9, which defines the stay of the vehicles F1 to F10 in parking system 1. In the selected example, the user parameters relate to the type of vehicle (autonomously driven or not autonomously driven) and the user specifications for parking, charging up to a specified charge level, discharging up to a specified charge level, buffer usage permission, and planned duration of stay in the parking system.The internal parameters, based on the present example, concern the charging time and / or the unloading time and / or the buffering time, the parking location and the charging location, as well as the respective quantity-dependent prices for parking, charging, unloading, and buffering. Regarding the prices mentioned above, the prices for parking and charging are, of course, prices that are invoiced to the user, and the prices for unloading and buffering are prices that are credited to the user.

[0043] Furthermore, for the vehicles F1 to F10 currently located on parking deck 2, it is assumed that the tracking system 6 has identified the respective vehicle using the camera K1 in the entrance area 20 when the respective vehicle entered the parking system 1, and that an identification code is stored in the planning tools 9 along with the planning data for this vehicle. This identification code is transmitted to the user by the parking control system. There are numerous options for transmitting the identification code, only two of which are discussed below. One simple option is for the user to be given a parking ticket automatically by the entry terminal 11 in the known manner.The parking ticket allows the user access to the parking control system, for example, to change user parameters via a terminal 24 connected to the control computer 3, or to bill for the service provided by the parking system (e.g., parking, charging) and / or the service provided to the parking system (unloading, buffering). Another option for transmitting the identification code can be to send the user an identification code to a mobile device, such as a smartphone, via radio or a radio-based public network. In this case, the smartphone provides access to the parking control system to change parameters or bill for services. In this case, the parking control system provides a corresponding radio device (not shown) and / or network connection (not shown).

[0044] Regarding the billing of services, this can be done, as mentioned above, for example, via terminal 24, which is connected to the control computer 3, or via a smartphone (not shown) in the usual way today. The status "paid" or "not paid" is stored in a status memory 25 of the planning device 9 along with the corresponding identification code.

[0045] The functionality of the parking system described above is explained below using an example. Example 1

[0046] In this example 1, it is assumed that the vehicle 27 entering the parking system 1 is a vehicle with a traction battery and has an activated communication device with a standardized communication interface and an autonomous or semi-autonomous driving mode compatible with and activated by the parking control system. This vehicle therefore belongs to the first category according to the terminology used here; accordingly, it can only be parked in a parking space of the second parking category or at a fully automated charging terminal. For this example, the user parameters "parking," "charging to a specified charge level," "no buffer usage permission," and the planned duration of stay in the parking system are stored in a vehicle-side memory (not shown).

[0047] Upon entering the parking system 1, the entering vehicle 27 is detected in the entry area 20 by the distinguishing means 4 via a corresponding sensor system in the entry terminal 11. The distinguishing means 4 activates the parameter query means 10. These then initiate a communication routine via the radio-based communication device 12 with a standardized communication interface. After a communication dialogue has taken place with the similar communication device (not shown) present in the entering vehicle 27, the parameter query means 10 query the data on the autonomous driving capability of the vehicle during this communication routine and transmit this to the distinguishing means 4, which then assigns the vehicle 27 to the first category and activates a first control sequence via the first control means 7.Furthermore, the parameter query means 10 determines the user parameters that the vehicle user has previously specified from an internal vehicle memory (not shown) and transfers them to the planning means 9. The planning means 9 calculates a new plan 23 from the existing plan 23 and internal parameters 22, which defines the stay of the vehicle 27 in the parking system 1 in a time-related manner, including the charging location, charging time, charging quantity, parking location, and parking time. It is assumed here that the user parameters can be met; therefore, the planning means 9 transmits an offer to the entry terminal 11, which transmits the offer via the radio-based communication device 12 to the vehicle control system (not shown) in the vehicle 27, which displays the offer on a display (not shown) in the vehicle and requests acceptance of the offer.If the user accepts, which is assumed in Example 1, the control means 7 initiates, during the first control sequence, the identification of the vehicle using the tracking system 6 by evaluating the images provided by the camera K1, assigns the identification code F11 to the vehicle, and transmits this identification code "F11" to the planning means 9, which assigns all data relating to this vehicle to this identification code "F11." Furthermore, during the first control sequence, the first control means 7 initiates the automatic issue of a parking ticket with the identification code "F11" to the user of the vehicle 27 from the entry terminal 11 and assumes control of the vehicle 27.During the takeover of control, the first control means 7 transmit the necessary navigation data for approaching the transfer point 26, as well as the travel command to the transfer area 26 and the stop command at the transfer area 26, to the vehicle 27 via the radio devices 18, 18'. The vehicle F1 then drives autonomously to the transfer area 26 and stops there to let the passengers disembark. In the next step of the first control sequence, the first control means 7 obtains the next point to be approached from the planning means 9, in the selected example this is Terminal T4. The first control means 7 then transmit the necessary navigation data for approaching Terminal T4, as well as the travel command to Terminal T4 and the stop command at Terminal T4, to the vehicle 27 via the radio devices 18, 18', which then drives to Terminal T4 after being released by the user of the vehicle 27 (for example, by locking the vehicle).The proper approach to and arrival at terminal T4 is monitored within the first control sequence by the first control means 7 with the aid of the tracking system 6 and the cameras K1 to K4 connected to it. At terminal T4, the vehicle 27 is shown in a dashed line. After the first control means 7 have registered the proper arrival at terminal T4, the first control means 7 transmits the command to the charging / unloading robot 15 to establish a charging connection with the vehicle 27 by appropriately controlling the power control means 5 within the first control sequence. This is carried out autonomously by the charging / unloading robot 15. The time at which the vehicle 27 is charged is specified in the planning system 23. Once the start time for the charging process has been reached, the planning system 9 initiates the charging of the vehicle 27 via the first control means 7 and the power control means 5.Whether the charging power required for this purpose is taken from the public grid 17 or from one of the vehicles in the parking system 1 connected to a charging / unloading robot 15 or a manual charging / unloading device 16 is determined by the planning means 9 depending on the internal parameters 22 and the user parameters in the user parameter memory 31, in that the planning means 9 transmits corresponding specifications to the power control means 5, which in turn control the power distributor 14 accordingly.

[0048] Assuming that the specified charge level of vehicle 27 has been reached and vehicle 27 has not yet been requested by the user, it may be necessary, depending on the current planning, to vacate the fully automatic charging terminal T4. In this case, with the aid of the first control sequence, vehicle 27 is re-parked to one of the parking spaces without a charging / unloading facility, for example, parking space P4. The transfer of vehicle 27 is controlled in a similar way to the transfer from the transfer area 26 to the fully automatic charging terminal T4, so a further description of the control-related conditions is unnecessary.

[0049] If the user requests vehicle 27 before the desired charge level is reached by inserting the parking ticket into a reader (not shown) of terminal 24, the current charge level and the time until the desired charge level is reached are displayed. The user then has the choice of requesting vehicle 27 immediately or waiting until the desired charge level is reached.

[0050] If the user requests the vehicle, a payment process is initiated at terminal 24 under the control of control computer 3. After payment has been made, a corresponding status is stored in the status memory 25 of the planning device 9. By appropriately controlling the control device 7, the planning device activates the first control sequence with the instruction to transfer the vehicle 27 from its current location to the transfer area 28. Here, too, the transfer of the vehicle 27 is controlled in a similar way to the transfer from the transfer area 26 to the fully automatic loading terminal T4, so that a further description of the control conditions is unnecessary. When the user opens the vehicle 27, the vehicle identification F11 is removed from the planning device 23, and all data associated with the vehicle identification F11 is deleted.

[0051] In deviation from the control sequence shown in Example 1 above, depending on what the planning 23 specifies, a vehicle of the type described above entering the parking system can of course first be directed to a parking space without charging / unloading facilities. After the intermediate parking, the vehicle is transferred to a fully automated charging terminal and, after charging or unloading, the vehicle is transferred back to a parking space without charging / unloading facilities. This process can of course be repeated several times, for example, if the user parameter "buffer release" is set. The respective movement of the vehicle is controlled in a similar way to the movement from the transfer area 26 to Terminal T4 or from Terminal T4 to a parking space without charging / unloading facilities described above, so that a further description is unnecessary here. Example 2

[0052] Example 2 again considers the vehicle parked in entry area 20, designated vehicle 27' in this case, but under different conditions. It is assumed that vehicle 27' is a vehicle with a traction battery that either does not have a communication device with a standardized communication interface or that its communication device has been deactivated. The vehicle is therefore assigned to the second category according to the terminology used here; it can therefore only be controlled manually, and the user parameters can only be selected manually. Depending on the parameters, the vehicle can be parked in parking spaces of all three parking categories.

[0053] Upon entering the parking system 1 in the entry area 20, the distinguishing means 4 detects the entering vehicle 27' via a corresponding sensor in the entry terminal 11. The distinguishing means 4 activates the parameter query means 10. These then activate the radio-based communication device 12 with a standardized communication interface, which then starts a communication routine. Since the vehicle 27' does not have a communication device with a standardized communication interface or this has been deactivated, no communication dialog is established. The entry terminal 11 detects this and sends a corresponding signal to the distinguishing means 4, which then initiates the second control sequence using the second control means 8 and causes the parameter query means 10 to initiate a parameter query dialog via the interactive screen 13 of the entry terminal 11.During the parameter query, the user enters the user parameters and completes the process by entering the appropriate information.

[0054] For the purposes of this example, it is assumed that the user has specified a long stay in the parking system and requires less charge upon exit than the current charge in the traction battery. It is further assumed that the planning tools 9 have determined the feasibility of the user parameters, displayed a corresponding offer on the interactive screen 13, and requested its acceptance. The user accepts the offer by touching an appropriately marked field on the interactive screen 13.

[0055] Upon acceptance of the offer, the second control means 8 initiates, during the second control sequence, the identification of the vehicle 27 using the tracking system 6 by evaluating the images provided by the camera K1, assigns the identification code F12 to the vehicle, and transmits this identification code "F12" to the planning means 9, which assigns all data relating to this vehicle to this identification code "F12." During the second control sequence, the second control means 8 then controls the entry terminal 11 so that it automatically issues a parking ticket with the identification code "F12" to the user of the vehicle 27'.

[0056] Likewise, upon acceptance of the offer, the planning means 9, with the aid of the current plan 23, the user parameters, and the internal parameters 22, determine a new current plan 23 that defines the location of the vehicle 27' in the parking system 1 in relation to time. The second control sequence queries the loading / unloading location for the vehicle 27' by addressing the planning means 9 from the current plan 23 and activates the guidance system 19, which, using appropriate display means, for example, projection means (not shown), projects the route to the assigned charging parking space—here, charging parking space L3—onto the roadway and prompts the user to follow these instructions. The user then manually navigates to charging parking space L3 following the instructions and parks there. The manual journey is tracked as part of the second control sequence with the aid of the tracking system 6.If the user deviates from the route specified by the instructions, the second control means 8 calculates a new route leading to the charging station L2 within the second control sequence, using the current position provided by the tracking system 6. In the event of repeated deviations from the route specified by the instructions or parking in a space other than the specified one, an alarm can be triggered within the second control sequence and / or, with the aid of the guidance system and the projection device (not shown), a notice can be issued to the user that the vehicle will be removed at a cost.

[0057] If the vehicle 27' has reached the charging station L3—in the illustration, this is indicated by a dashed outline of the vehicle 27'—and the user has manually established the connection to the manual charging / discharging device 16, the second control means 8 register this via the tracking system 6 and the power control means 5 and interrupt the second control sequence. The interruption lasts until the planning means 9, based on the time specifications by the planning system 23, continues the second control sequence by correspondingly addressing the second control means 8. Since in the present example 2, the capacity of the traction battery, which exceeds the desired state of charge upon exiting the parking system 1, is released for buffering charge by user parameter specifications, the continuation of the second control sequence consists of charging and discharging processes.Discharge is always performed in such a way that the charge level specified in the user parameters is not exceeded. Buffering of charge is terminated in good time before the time specified in the user parameters in Planning 23.

[0058] If the user requests vehicle 27' before the pickup time stored in the schedule 23 is reached by inserting the parking ticket into a reader (not shown) of the terminal 24, the current charge level and, if applicable, the time until the desired charge level is reached will be displayed. The user then has the choice of requesting vehicle 27' immediately and assuming the cost of the excess charge, or of waiting until the desired charge level is reached.

[0059] If the user requests the vehicle, a payment process is initiated at terminal 24 under the control of the control computer 3. After payment has been made, a corresponding status is stored in the status memory 25 of the planning device 9. The user can now disconnect the charging connection (not shown) between the vehicle 27' and the manual loading / unloading device 16 and leave the parking system following the general "Exit" instructions. In order to exit the parking system, passing through a barrier 29, which is coupled to an exit terminal 30, is provided in a known manner. The barrier 29 can be opened by inserting the parking ticket marked as paid into a machine reading device (not shown) of the exit terminal 30 connected to the control computer 3. When the barrier is opened, the vehicle identification F12 is removed from the planning and all data associated with the vehicle identification F12 is deleted.

[0060] Deviating from Example 2 described above, the vehicle 27' can also be a vehicle that has an activated communication device with a standardized communication interface that transmits the user parameters during the communication dialogue, but in which the autonomous or semi-autonomous driving mode is deactivated, not present, or incompatible with the parking control system. In this case, the user parameters are adopted automatically, as in Example 1, but the remaining process after acceptance of the offer corresponds to the control process according to Example 2. Thus, a combination of the two control processes takes place. Example 3

[0061] As mentioned above, Parking System 1 also offers the possibility of exchanging cargo between two vehicles. In this case, the desire for a direct cargo exchange must be defined using a user parameter, and information must be available regarding the vehicles between which cargo is to be exchanged directly. This information can be provided to the control computer as an additional user parameter and can be a code agreed upon between the users wishing to exchange cargo.

[0062] As can be seen from the illustration and described above, two cargo-linked parking spaces LV1 and LV2 (third parking category) are provided on parking deck 2. To use these cargo-linked parking spaces LV1 and LV2, two users have agreed on a code and drive into parking system 1 one after the other. The entering vehicles are not shown in the illustration. It is assumed here that these are category two vehicles, i.e., without autonomous driving functions. The entry procedure is therefore essentially identical to that described in Example 2; only the user parameters for "Direct Cargo Exchange" and the user parameter "Identification Code" must be entered as described above.Furthermore, the positioning of one vehicle (not shown) in parking space LV1 and the other vehicle (not shown) in parking space LV2 proceeds in the same way from a control perspective as described above in connection with vehicle 27' in Example 2, so a repetition is unnecessary. Once the vehicles have reached the connected parking spaces LV1, LV2, the further procedure for exchanging the load must be carried out manually; the parking space control system has no influence on this. Exit from parking system 1 then proceeds as described in Example 2.

[0063] A second variant of a charge exchange can take place between two vehicles (not shown) of the first vehicle category, i.e., between vehicles that can be controlled autonomously by the parking lot control system. In this case, the control process is essentially identical to that described in Example 1; it is only required that the user parameter for "Exchange charge directly" and the user parameter "Identification code" are set in the vehicle-side parameter memory, and in this case, a further parameter is specified that defines the scope of the charge exchange. The vehicles (not shown) are then, analogous to Example 1, first guided to the transfer area 26 and from there to one of the fully automatic charging terminals T1 to T7. After receiving feedback that the position has been reached, the vehicles are connected to the power distributor 14 via the charging robot.The power control means 5 then organize the direct charge exchange. Exit upon request by the user or prior re-parking, if necessary, also occurs as described in Example 1.

[0064] Of course, vehicles without a traction battery or with a traction battery but without a charging or discharging request and without buffer permission can also enter parking system 1. Since in this case only a single parking request exists, vehicles with an active autonomous or semi-autonomous driving mode compatible with the parking space control system are treated analogously to the control process according to Example 1 and guided to one of the parking spaces P1 to P10. Upon request by the user, exit from parking system 1 also takes place as described in Example 1. Vehicles belonging to the second vehicle category, i.e., those without autonomous driving capability, are treated with regard to the control process as described in Example 2, in that the vehicle is guided to one of the parking spaces P1 to P10 without a charging or discharging device. Exit after request by the user also takes place as described in Example 2.

[0065] Furthermore, it goes without saying that the parking system 1, which, as shown, has only one parking deck 2, can also extend over a plurality of interconnected parking decks, whereby not every parking deck needs to have fully automated charging terminals or parking spaces of all parking categories. Furthermore, the parking system 1 is not limited to accommodating passenger vehicles; it can of course also be designed to accommodate commercial vehicles.

[0066] As mentioned above, for vehicles with traction batteries, the length of stay, a charging or discharging request, and the buffer release are determined by user parameters. However, the charging and discharging times within the specified length of stay are determined by the planning tools 9 depending on internal parameters 22. These internal parameters 22 can follow different premises. For example, it is conceivable that the premise is to charge as many of the vehicles that entered parking system 1 with a charging request as possible while other vehicles in parking system 1 that entered parking system 1 with a discharging request are being unloaded, so that as much charge transfer as possible can be covered within the parking system.If, however, the primary premise is buffering the public grid 17, the internal parameters will be defined such that, at times of excess electrical energy in the public grid, charging is carried out by vehicles in parking system 1 that have signaled a charging request or have released their buffer. At times of a shortage of electrical energy in the public grid, vehicles in parking system 1 that have a charging request or whose buffer is charged release their energy, allowing the parking system to supply energy to the public grid. Another premise could be to design parking system 1 as a trading platform, so that supply and demand determine the price for a kilowatt-hour of transferred charge.In such a case, users, as well as the parking system, can set price limits within which the drop-off or pick-up of cargo is permitted. Such price limits would then be determined using user parameters on the one hand and internal parameters on the other.

[0067] Of course, in addition to the premises mentioned above, other premises or combinations of the aforementioned premises are also conceivable. In all cases, these serve to define the internal parameters 22 of the planning tools 9, so that planning 23 is always carried out taking the respective premises into account. List of reference symbols 1 parking system 2 parking decks 3 tax calculators 4 means of distinction 5 Performance control means 6 Tracking system 7 first control sequence 8 second control sequence 9 Planning tools 10 parameter query tools 11 Entrance terminal 12 radio-based communication devices 13 interactive screen 14 power distributors 15 loading and unloading robots 16 manual loading and unloading device 17 public power grid 18 radio devices 19 Guidance system 20 Entry area 21 Exit area 22 internal parameters 23 Planning 24 Terminal 25 status memories 26 Transfer area 27 Vehicle (Example 1) 27' vehicle (Example 2) 28 Takeover area 29 Barrier 30 Exit terminal F1 to F12 vehicle identification T1 to T7 fully automatic charging terminals P1 to P10 parking spaces without loading and unloading function (second parking category) L1 to L5 charging parking spaces (first parking category) LV1, LV2 cargo-connected parking spaces (third parking category) K1 to K4 camera

Claims

[1] Parking system with a plurality of parking spaces for vehicles, where - a parking control system is provided which has discrimination means (4) which detect vehicles (27, 27') entering the parking system (1) and at least determine in a query whether the respective vehicle (27, 27') has an autonomous or semi-autonomous driving mode compatible with the parking control system, and assigns vehicles (27) which have such a compatible autonomous or semi-autonomous driving mode to a first category and all other vehicles to a second category, - the parking space control system takes over control of vehicles (27) of the first category during a first control sequence and, in autonomous or semi-autonomous driving mode, autonomously controls the vehicle to a parking space (P1 to P10) of a second category without charging facility or to a fully automatic charging terminal (T1 to T7) with fully automatic charging and / or discharging function, depending on the parameters, - the parking control system guides vehicles (27') of the second category, in the course of a second control process with the aid of a control system (19), in a parameter-dependent, manually controlled manner to a parking space (L1 to L5) of a first parking space category with manual loading and / or unloading facilities or to a parking space (P1 to P10) of a second category without loading facilities, - the parking space control system queries the parameter specifications of the user as user parameters and stores them in a user parameter memory (31) and contains specifications of the parking system (1) as internal parameters (22), and wherein the parking space control system has a detection device for entering vehicles and a radio-based communication device (12) with a standardized communication interface and the parking space control system is designed such that upon detection of an entering vehicle by means of the radio-based communication device (12) it initiates a communication dialogue via the standardized communication interface and - if a communication dialogue is established, determines whether the vehicle is capable of driving in autonomous or semi-autonomous driving mode (27), - if the vehicle (27) is drivable in autonomous or semi-autonomous driving mode, takes control of the vehicle (27) during the first control sequence, - if it is a manually controlled vehicle (27'), the control system (19) is activated during the second control sequence, - in the event that a communication dialogue does not occur during the second control process, the control system (19) is activated. [2] Parking system according to claim 1, characterized by that the user parameters contain at least one of the user specifications vehicle type, parking, loading, unloading, buffer usage, length of stay in the parking system, price specifications for loading, unloading, buffer usage. [3] Parking system according to claim 1, characterized by that the internal parameters contain at least one of the parking system specifications charging time, discharging time, buffer time, parking location, charging location. [4] Parking system according to claim 1, characterized bythat the user specifications are communicated to the parking control system in at least one of the ways - wireless connection of a parameter memory in the vehicle via a standardized interface with the parking control system, - manual input into selection devices connected to the parking control system, - manual input can be transmitted via a mobile handset using a public network. [5] Parking system according to claim 4, characterized by that the parking space control system contains parameter query means (10) by means of which it determines whether a vehicle should be parked and / or charged and / or discharged according to the user parameters stored in a vehicle-side parameter memory and / or whether free capacities of a traction battery are available as a buffer storage for electrical charge and how long the vehicle is available and stores the user parameters in a user parameter memory (31). [6] Parking system according to claim 4, characterized by that the parking space control system contains selection means by means of which it can be manually selected whether a vehicle should be parked and / or charged and / or discharged and / or whether free capacities of a traction battery are available as a buffer storage for electrical charge and how long the vehicle is available and that these details represent the user parameters, are queried by means of the parameter query means (10) and stored in a user parameter memory (31). [7] Parking system according to claim 1, characterized by that the parking control system contains a vehicle tracking system (6) and a guidance system (19) with display means and the parking control system locates the vehicle in real time by means of the vehicle tracking system (6) and, depending on the parameters assigned to the respective vehicle - in the course of the first control sequence, with the aid of the real-time location of the vehicle tracking system (6), steers to a parking space (P1 to P10) of the second parking category or to a fully automatic charging terminal (T1 to T10), - in the course of the second control sequence, with the aid of the real-time location of the vehicle tracking system (6) and the display means of the control system (19), the vehicle is manually directed to a charging parking space (L1 to L5) of the first parking space category or to a parking space (P1 to P10) of the second parking space category. [8] Parking system according to one of the preceding claims, characterized bythat a third parking space category is provided which comprises at least two parking spaces, wherein the parking spaces of the third parking space category are equipped with a loading and / or unloading device such that loads can be directly exchanged from each of the parking spaces of this third parking space category with at least one other parking space of this third parking space category. [9] Parking system according to claim 8, characterized by that the third parking category is assigned its own user parameter and if this user parameter is selected accordingly - in the case of vehicles capable of driving in autonomous or semi-autonomous driving mode, the parking control system autonomously directs the vehicle to a parking space of the third parking category during the first control sequence, - in the case of vehicles with manual steering, the parking control system uses the guidance system to manually direct the vehicle to a parking space of the third parking category during the second control process.

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