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

Abstract

A facility for the optimal utilization of parking spaces for motor vehicles, comprising at least one access road and at least one exit road, wherein at least one parking area is accessible via the at least one access road and can be exited via the at least one exit road; a third parking area comprising at least two rows of parking spaces, each row comprising at least one, in particular at least two, consecutive parking spaces; a fourth parking area comprising at least two rows of parking spaces, each row comprising at least two consecutive parking spaces; at least one input and output device; a detection device for detecting the occupancy status of the fourth parking area;a control device which is configured, based on the occupancy status of the fourth parking space detected by the detection device, based on remaining dwell times of occupied parking spaces in the fourth parking space and based on an input which has been recorded by the input and output device, 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, and wherein the parking space determined by the control device has a longer dwell time than the remaining dwell times of the occupied parking spaces in the respective row of parking spaces.

Description

Technical field

[0001] The present invention relates to a system for the optimal utilization of parking space for motor vehicles. The present invention further relates to a system for the optimal utilization of parking space for motor vehicles. The present invention also relates to a method for the optimal utilization of parking space for motor vehicles. State of the art

[0002] Known systems for optimizing parking space utilization, where the parking area has multiple rows of parking spaces, employ several detection units to determine the occupancy status of each row. However, these systems only measure the remaining length behind the last vehicle. Therefore, determining the occupancy status of the parking space is inaccurate. Consequently, utilizing the parking space based solely on the detected occupancy status is not optimal. Furthermore, these systems are more complex, as they require one detection unit per row. Other systems for optimizing parking space utilization require space for strategically planned waiting areas in front of each parking space. The applicability of such systems can therefore be limited. Description of the invention

[0003] The object of the invention is to enable optimal utilization of parking space based on the occupancy status of each parking space, to provide a system for such optimal utilization, and at the same time to reduce complexity, technical effort, maintenance, and overall costs. The invention also serves to maintain flexible and unrestricted availability of parking times despite row parking and to ensure traffic safety through planning measures.

[0004] This problem is solved by the subject matter of the independent claims. Advantageous embodiments with expedient further developments of the invention are specified in the respective dependent claims.

[0005] A first aspect of the invention relates to a system for the optimal utilization of parking space for motor vehicles. The parking space may be located, for example, on a highway, rural road, or expressway; however, other parking areas can also be considered, regardless of their location relative to a road. Optimal utilization of the parking space can mean minimizing the time during which each parking space is unoccupied. Motor vehicles can be commercial vehicles, in particular passenger vehicles or goods vehicles, especially trucks such as tractor units with semi-trailers, trucks without trailers, and / or trucks with trailers. The parking space has at least two rows of parking spaces that are at least partially adjacent and at least visually marked. The visual marking can be a floor marking.The visual marking can be a road marking. The visual marking can be a light marking. Two parking space rows that are at least partially adjacent have overlapping or tangent boundaries of the respective parking space rows in at least one area. InIn other words, two adjacent rows of parking spaces can at least partially abut each other. For example, two rows of parking spaces that are at least partially adjacent can be offset from each other in height. Each row of parking spaces has at least two consecutive parking spaces. However, each row of parking spaces can also have more than two consecutive parking spaces. Parking spaces can be visually marked, but this is not mandatory. Their lengths can vary (over time) along the direction of the corresponding row of parking spaces and are advantageously determined by the length of each individual vehicle parked in the respective space, possibly with an additional allowance for spacing.In other words, a parking space, as described here, is understood as a section of variable length within a row of parking spaces, the length of which can be determined by the length of a vehicle parked therein, and thus, for example, be a section of variable length with a minimum and a maximum length. A parking area can have rows of parking spaces, with different rows containing a different number of parking spaces. Each parking space within the parking area can be dimensioned such that a vehicle can park in it.

[0006] The system includes a detection device for detecting the occupancy status of the parking space. The occupancy status can refer to the occupancy status of all parking space rows within the parking space. The occupancy status can include at least one piece of information about the location of the 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 row, and / or the length of the occupied space within the row. The detection device includes at least one detection unit. The detection device can have more than one detection unit, preferably located at different positions within the parking space. The at least one detection unit can be configured to detect the occupancy status of at least one, preferably two, parking space rows.The at least one detection unit can be configured to detect the occupancy status of parking spaces in different rows. The occupancy status of a row can reflect the occupancy status of all parking spaces within that row. The occupancy status of a parking space can be at least one of two states: occupied or vacant.

[0007] The system includes a control unit configured to determine parking times for parking rows based on the occupancy status of the parking space detected by the detection device, the remaining dwell times of occupied parking spaces, and predefined standard dwell times. The control unit may include a computer on which a computer program is stored and executed to determine the dwell times for the parking rows. This determination can be based on the occupancy status of the parking space detected by the detection device, the occupancy status of the parking rows, and / or the occupancy status of the parking spaces themselves. Occupied parking spaces can be spaces where vehicles are already parked.The remaining parking time of an occupied parking space can be the remaining parking time of a vehicle parked there. Standard parking times can be those in particularly high demand, and these standard times can be predefined, meaning they can be adjusted to reflect changing demand. Determining parking times for parking rows can involve assigning specific parking times to those rows. An individual parking time can be defined for each parking row within the parking area. A parking time can be defined and assigned to one or more parking rows.

[0008] The system can include a display unit, which has at least one display. The display unit is configured to show the dwell times for the parking space rows as determined by the control unit. Displaying these dwell times can also include displaying the dwell times for unoccupied parking space rows. Displaying the dwell time simplifies and reduces complexity.

[0009] The control unit is configured to determine the dwell time of each parking space row such that the determined dwell time is longer than the remaining dwell times of the individual occupied parking spaces in that row. The remaining dwell time of a parking space can be calculated by the control unit by subtracting the time elapsed since the vehicle entered the parking space from the dwell time displayed at the beginning of parking, i.e., when the vehicle entered the parking space, for the row of parking spaces associated with that space. The dwell time determined by the control unit for each parking space row can be the dwell time determined by the control unit for each available parking space row. An available parking space row is defined as a row in which at least the parking space closest to the access road is unoccupied. A more advanced algorithm, such as...A more complex calculation of the standing times assigned to the parking space rows, based on further parameters, can be integrated, but is not required.

[0010] By using such a system for optimal parking space utilization, the occupancy status of each parking space can be detected by the detection device. Simultaneously, displaying the dwell times for each row of parking spaces can prevent driver errors. In In a preferred embodiment, the use of detection units designed to detect the occupancy status of at least two of the parking space rows and the possibility of a space-saving display by showing the standing times can drastically reduce the necessary components of the system and their dimensions, thus lowering the acquisition and maintenance costs.

[0011] In another embodiment, the at least one detection unit comprises an area laser scanner. The area laser scanner can include a laser scanner rotating about an axis, which can measure the distance to a point. Distance measurement to points can be performed within an area defined by the rotational movement. Accordingly, the area laser scanner can measure distances to objects in the plane and thus within the parking space. The system can include more than one such detection unit.

[0012] In another embodiment, the display device has at least two display units. These at least two display units can be arranged at different positions within the parking space. The at least two display units can display the same information or different information.

[0013] Advantageously, by using several display units, the information to be displayed by the display device, for example the dwell times of the parking space rows and, if applicable, the parking space row numbers, where the parking space row number indicates the number of the parking space row within the parking area, can be clearly displayed for a motor vehicle driver.

[0014] In a further embodiment, at least one display unit has a variable and a static display section. The variable display section of the display unit can be adjusted, preferably by the control unit. The variable display section of the display unit can show the dwell time of a parking space row determined by the control unit. The static display section of the display unit can show the parking space row number.

[0015] By designing the display unit with a variable and a static display part, the display unit can be made lighter, and thus a display unit holder, on which the display unit can be held, can be designed to be lighter, more space-saving and more cost-effective.

[0016] In a further embodiment, at least one display unit has a symbolic display section. This symbolic display section can feature a pictogram that is as internationally understandable as possible for truck drivers and indicates the function of the associated variable information. For example, the pictogram can indicate that the number in the variable display section represents the rest period or idle time.

[0017] By using a symbolic display element, at least one display unit can be made smaller. The smaller display unit also allows for a smaller display unit mounting. This smaller size reduces the potential hazard posed by parts of the display unit falling into the parking area. In other words, using a symbolic display element allows for better adaptation to physical limitations, as reliable information transmission to the user is possible even with significant restrictions on the size and weight of the display unit. The static display element can incorporate a symbolic display element.

[0018] In another embodiment, at least one display unit is provided to show the dwell times for a parking zone. This parking zone has at least two rows of parking spaces. The entire parking area can thus be divided into parking zones, the dwell times of which are displayed on a separate display unit assigned to each zone. Different parking zones within a parking area can have a different number of parking rows and / or parking spaces. The dwell times displayed for a parking zone can be either a single dwell time for the entire zone or different dwell times for different rows of parking spaces within the zone.

[0019] Displaying parking times within a parking zone allows for close proximity to the parking spaces, minimizing the number of required display units. This simplifies user reading the parking times directly from the display, as the distance between the displayed time and the parking space is reduced. Furthermore, minimizing the number of units reduces acquisition and maintenance costs and simplifies the overall system design. By dividing the parking area into zones of varying sizes, the parking space can be tailored to specific parking durations.

[0020] InIn another embodiment, at least one display unit is provided to show the dwell times for all parking space rows in the parking area. Displaying the dwell times for all parking space rows in the parking area can mean displaying the dwell times for all available parking space rows in the parking area. The system can also include additional display units.

[0021] Using a single display unit to show all parking times minimizes acquisition and maintenance costs and simplifies the overall system. It also addresses spatial limitations due to limited available installation space. Furthermore, by using one display unit to show all parking times for each row of parking spaces, in combination with additional display units, a single user can access parking time information for multiple locations within the parking area.

[0022] In another embodiment, each row of parking spaces is assigned a display unit. Each display unit assigned to a row of parking spaces can be located in the immediate vicinity of that row. For example, each display unit can be located at the beginning of each row of parking spaces. Each display unit assigned to a row of parking spaces is configured to display the parking time of the respective row.

[0023] This can preferably simplify the system's use for the user, as a displayed dwell time can easily be assigned to a parking space row. It also offers the technical advantage of potentially reducing the display unit to a variable display of just one number, for example, with two digits, which in turn affects the weight and dimensions of the display units.

[0024] In another embodiment, the control unit is configured to determine the idle times based on the time of day and / or the calendar day. Predefined standard idle times can be predefined depending on the time of day and / or the calendar day.

[0025] Advantageously, the system can adapt the available waiting times to user demand that varies depending on the time of day and calendar day. For example, the availability of waiting times can be adjusted on a public holiday that falls on a weekday. It can also be possible to offer shorter waiting times more frequently during the day and longer waiting times at night.

[0026] In another embodiment, the system includes a communication device. This communication device can communicate with a motor vehicle. The communication device can include a transceiver for radio-based communication with the motor vehicle. The communication device can include a WLAN router that can communicate with a WLAN router in the motor vehicle. Alternatively or additionally, the communication device can communicate with the motor vehicle via radio according to a mobile communication standard. The communication device is configured to communicate at least the dwell time of the associated parking space row, as determined by the control unit, as well as information about the associated parking space row, to the motor vehicle. The communication of the dwell time and the information about the associated parking space row to the motor vehicle can occur before the motor vehicle enters the parking space.Information about the associated parking space row can include the position and / or the row number of the parking space row. Such a system can communicate with motor vehicles via a Carto-X system.

[0027] Advantageously, the time required for user orientation and decision-making before a user-driven vehicle enters a parking space can be minimized by providing the user with information on waiting times for the parking spaces before entering the parking area.

[0028] Another aspect of the invention relates to a system for the optimal utilization of parking space for motor vehicles. The system has at least two rows of parking spaces that are at least partially adjacent to one another. Each row of parking spaces has at least two parking spaces arranged one behind the other. The system has an access road and an exit road. The parking area can be accessed via the access road and exited via the exit road. The system incorporates a control system according to one aspect of the invention. Such a system can therefore be configured to be telematically controlled.

[0029] In another embodiment, the access road and the exit road of the facility are essentially parallel to each other. The access road and the exit road can be aligned essentially parallel to each other in a projection plane that is parallel to the parking area.

[0030] The essentially parallel orientation of the access road to the exit road makes it easier for users, such as drivers, to orient themselves within the parking area. This can increase the system's operational safety.

[0031] In another embodiment, at least one display unit is arranged on the side of the access road opposite the parking area. Preferably, the display unit is mounted on a post. For example, each row of parking spaces can have a display unit attached to or on a post located on the side of the access road opposite the row of parking spaces. In this embodiment, further display units of the display system are therefore unnecessary.

[0032] Advantageously, this makes it easier to assign a parking time to a row of parking spaces, while at the same time the space in the parking area that can be driven on by motor vehicles is not reduced by placing the display units in it.

[0033] In one embodiment of the invention, the system comprises at least one traffic island between two rows of parking spaces. A traffic island can be a visually marked area between two rows of parking spaces. A traffic island can also be a raised structure 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.

[0034] Display units positioned on traffic islands are advantageously better protected against collisions with motor vehicles. This increases the system's operational safety and reduces maintenance costs.

[0035] In another embodiment, at least one display unit is arranged at the beginning of the access road. The display unit is configured to show the dwell time of at least two rows of parking spaces. The display unit can be configured to show the dwell time of all rows of parking spaces in the parking area. The display unit at the beginning of the access road can be mounted on a post.

[0036] By placing a display unit at the beginning of the access road to the parking area, the total number of display units required for the system's display equipment can be reduced to a minimum. This reduces the system's technical complexity.

[0037] In another embodiment, the system includes a bridge. The bridge can, for example, be a sign bridge. The bridge can have a steel girder structure. The bridge spans at least two rows of parking spaces. However, the bridge can also span more than two rows of parking spaces, for example, all rows of parking spaces in the parking area. At least one display unit is mounted on this bridge. However, more than one display unit can also be mounted on the bridge; for example, one display unit can be mounted on the bridge for each row of parking spaces at the level of the parking space row along the access road, with such a bridge advantageously spanning all rows of parking spaces in the parking area.

[0038] By using a bridge to mount a display unit, the system user can accurately correlate the displayed dwell time with the parking space row. Furthermore, displaying only the dwell time allows for a significant reduction in the size of the display units, which in turn reduces the required dimensions of the bridge. Thus, the display design also has a positive technical effect.

[0039] In another embodiment, the system has at least one mast. The mast can preferably be higher than the permissible height of the vehicles in the parking area. In another embodiment, the mast can be shorter and / or the same height as the permissible height of the vehicles. The mast can be made of metal. At least one detection unit is mounted on the mast. The at least one detection unit can be mounted at a distance from the mast, for example, via an arm. The system can have several masts, with each mast advantageously having a detection unit mounted on it.

[0040] Mounting at least one detection unit on the mast enables the occupancy status of multiple parking space rows to be detected with a single unit, as the detection unit can detect the occupancy status of parking spaces even across parked vehicles. This reduces the total number of detection units required for the system compared to a system without masts. Furthermore, using a spacer arm between the mast and the detection unit allows the detection range to be adjusted to the specific conditions of the parking area. Mounting the detection units on masts, rather than on bridges, also reduces the load on the bridges.

[0041] In a further embodiment, at least one detection unit mounted on the mast is pivotable around the mast and / or rotatable about its own axis. This axis can run vertically through the detection unit. A spacer arm, via which the detection unit is mounted on the mast, can be pivotable around the mast. This allows the at least one detection unit to pivot around the mast while at a distance from it. Alternatively or additionally, the detection unit can be rotatable about its own axis on the spacer arm.

[0042] This reduces or eliminates the detection shadow of the detection unit caused by the mast. The total number of detection units required by the system's detection equipment can be further reduced compared to a conventional system.

[0043] In a further embodiment, the system comprises at least one input and output device. The input and output device may include a stationary terminal. The stationary terminal can be operated via physical input and output means. The system comprises a second parking area, which forms a further parking space adjacent to a first parking area according to one of the previously described embodiments of the invention. The second parking area comprises at least two parking space rows that are at least partially adjacent and at least visually distinguished. Each parking space row comprises at least two parking spaces arranged one behind the other. The parking space rows of the second parking area may be oriented substantially parallel to the parking space rows of the first parking area. A parking area may comprise the first and the second parking areas, whereby the first and the second parking areas may be structurally separated from each other.The system includes an additional detection device for detecting the occupancy status of the second parking area. The occupancy status of the second parking area can be the occupancy status of the parking rows and / or the parking spaces within the second parking area. The additional detection device includes at least one detection unit. This detection unit detects the occupancy status of at least two parking space rows. These two parking space rows can be at least partially adjacent. The system also includes an additional control unit.The additional control unit is configured to determine a parking space for a vehicle based on the occupancy status of the second parking space as detected by the additional detection unit, the remaining dwell times of occupied parking spaces in the second parking space, and an input recorded by the input / output device. Determining the parking space for a vehicle can involve assigning a parking space to that vehicle. The input recorded by the input / output device can be made by a vehicle driver. The input can contain information about the desired dwell time. The dwell time can be freely selected by the driver. For example, the driver can select a dwell time from a preselection of particularly popular dwell times, such as 45 minutes or 9 hours.Alternatively, the driver can select any desired parking duration, preferably within a range. For example, a driver can enter any parking duration between 15 minutes and 11 hours. The control unit is configured to output information about the parking position via the input / output device, preferably to the driver. Output to the vehicle via the input / output device can include displaying the parking position information on the input / output device itself. The parking position selected by the control unit has a longer remaining parking duration than the remaining parking durations of the occupied parking spaces in the respective row.

[0044] Advantageously, actively assigning a parking space to a vehicle allows for optimal use of parking space. Combined with detecting the occupancy status of a second parking space, the system can identify driver errors, such as parking in a space not assigned to that driver, and take this into account when assigning parking spaces to drivers in the future.

[0045] In another embodiment, the facility has a second access road and a second exit road. The second parking area is accessible via the second access road. The second parking area can be exited via the second exit road. The second access road and the second exit road of the second parking area can be essentially parallel to each other, but this is not mandatory. Alternatively, the orientation of the access road relative to the exit road can be adapted to the surroundings of the parking area or the facility. For example, it may be advantageous to align the access road at a specific angle to the exit road.

[0046] In another embodiment, the beginning of the second access road starts at the end of the access road to the first parking area. The beginning of the access road is the start of the access road. The end of the access road is the end of the access road. The access road to the first parking area can lead into the access road to the second parking area, preferably as an imaginary extension of the access road to the first parking area. The access road to the first parking area includes a waiting area for the second parking area. This waiting area can be used by vehicles before entering the second parking area and the second access road. Preferably, the waiting area can be used before entering the input / output device.

[0047] By arranging the waiting area for the second parking area in the access road to the first parking area, the necessary longitudinal extent of the entire parking area, which encompasses both the first and second parking areas, can be optimized. By designing the access road to the first parking area as the waiting area for the second parking area, the access road to the first parking area serves two functions.

[0048] In another embodiment, the facility includes a waiting area between the second access road and the access road to the first parking area. A waiting area according to this embodiment can thus be designed separately from the first and second access roads. The waiting area can be accessed via the access road to the first parking area. The waiting area can be exited via the second access road.

[0049] Advantageously, the access road to the first parking area can thus be used to drive into the parking spaces of the first parking area regardless of the occupancy of the waiting area of ​​the second parking area.

[0050] According to another embodiment, the system has a barrier at the beginning of the access road to the second access road. The barrier can be located at the end of the waiting area. The barrier can also be located at the end of the access road to the first parking area, particularly if the access road to the first parking area includes the waiting area.

[0051] By using a barrier at the beginning of the access road to the second parking area, drivers can be required to enter the second parking area. This increases the safety and reliability of the facility.

[0052] According to another embodiment, the input and output device is arranged in front of the second access road to the second parking area. The input and output device can preferably be arranged in front of the barrier.

[0053] By positioning the input and output device before the barrier, drivers can be made aware of its use. By placing the input and output device before the second access road, drivers can enter their information at the device before entering the second parking area. This improves the system's user-friendliness, as drivers no longer need to enter the second parking area to use the input and output device. Furthermore, it is possible to select a different waiting time, including shorter waiting times, than those offered by the input and output device.

[0054] According to a further embodiment, the input and output device includes an input and output communication unit. The input and output communication unit may be a radio-based communication unit. The input and output communication unit is configured to communicate with a motor vehicle and / or a motor vehicle driver. The motor vehicle driver may belong to a user group that has rights to communicate with the input and output communication unit. The input and output communication unit may be configured to communicate with a motor vehicle that is not located at the second parking space. For example, it is possible to use the input and output communication unit to capture an input from the motor vehicle and / or the motor vehicle driver while the motor vehicle is approaching the parking space but is not yet at the input and output unit.Furthermore, information about the parking position can be output to the vehicle via the input and output communication unit.

[0055] Thus, a driver can communicate a parking space request before arriving at the second parking area and, advantageously, be assigned a parking space. This can increase the planning reliability of a parking maneuver for a vehicle at a facility according to one of the embodiments.

[0056] Another aspect of the invention relates to a method for the optimal utilization of a parking space for motor vehicles. The parking space has at least two rows of parking spaces that are at least partially adjacent and at least visually marked. Each row of parking spaces has at least two consecutive parking spaces of variable length.

[0057] The method comprises a step of detecting the occupancy status of the parking space using a detection device. The detection device includes 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 may include further detection units for detecting the occupancy status of parking space rows and / or parking spaces.

[0058] The procedure further includes a step for determining dwell times for the parking space rows using a control unit. This determination step is based on the detection of the parking space occupancy status using the detection unit, the remaining dwell times of occupied parking spaces, and predefined standard dwell times. The dwell time determination step is performed by the control unit in such a way that the determined dwell time for each parking space row is longer than the individual remaining dwell times of the occupied parking spaces in that row.

[0059] The procedure includes a step of displaying the parking times determined by the control unit, based on the step of determining the parking times for the parking rows, using a display device.

[0060] Another aspect of the invention relates to a system for the optimal utilization of parking spaces for motor vehicles. The motor vehicle can be a passenger car and / or a truck. The system has at least one access road and at least one exit road, wherein at least one parking space can be accessed via the at least one access road and exited via the at least one exit road. A parking space can be a parking space as described above. A parking space accessible via the at least one access road can be located behind the access road in the direction of travel. The parking space exitable via the at least one exit road can be located in front of the exit road in the direction of travel.The facility includes a third parking area, which has at least two rows of parking spaces that are at least partially adjacent and at least visually marked, with each row containing at least one, and in particular at least two, consecutive parking spaces. The facility includes a fourth parking area, which has at least two rows of parking spaces that are at least partially adjacent and at least visually marked, with each row containing at least two consecutive parking spaces. The third and fourth parking areas may be structurally separated from each other, in particular by a traffic island, which may be located at least partially between the third and fourth parking areas. The facility includes a parking entry and exit device. The parking entry and exit device may be a device as described above.The system includes a detection device for detecting the occupancy status of at least one parking space, in particular a detection device for detecting the occupancy status of the fourth parking space. The occupancy status can include at least information about the location of the 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 row of parking spaces, and / or the length of the occupied space within the row of parking spaces. The occupancy status can include information about the remaining parking times of occupied parking spaces. The system can include a detection device for detecting the occupancy status of the third parking space. The system can include multiple detection devices for detecting the 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 that detects the occupancy status of at least one, preferably two, parking space rows. The system has a control unit which is configured to determine a parking space for an entering vehicle based on the occupancy status of at least one parking space, preferably the fourth parking space, detected by the detection device, based on the remaining occupancy times of occupied parking spaces in that parking space, preferably the fourth parking space, and based on an input acquired by the input / output device. The parking space determined by the control unit has a longer occupancy time than the remaining occupancy times of the occupied parking spaces in the respective parking space row.Alternatively or additionally, the control unit can be set up to determine a parking space based on the occupancy status 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.

[0061] The above aspect can also be designed in such a way that an input and output device is omitted, and the system displays idle or departure times via display devices. The control unit is adapted accordingly to calculate such idle times. The departure time can optionally be determined based on the calculated idle time, which also includes the possibility of a direct calculation of the idle time.

[0062] In a further embodiment of the invention, the facility has an access road via which it can be accessed by vehicle. The access road can connect the facility to a road on which the facility is located. In particular, the facility can be accessed from the road via the access road. The road can be, for example, a motorway, a highway, or a expressway. The third parking area is accessible via a third access road and can be exited via a third exit road. The fourth parking area 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 a portion of the access road in the direction of travel.

[0063] InIn another embodiment of the invention, the system includes a waiting area. The waiting area can be designed as at least part of a traffic route within the system. The waiting area can have a length of at least one or more trucks. For example, the waiting area can have a length of three trucks.

[0064] In In another embodiment of the invention, the input and output device is arranged before the beginning of the fourth access road, particularly at the end of a waiting area. The beginning of the fourth access road is the first part of the fourth access road to be traversed in the direction of travel. The end of the waiting area can be the end of the waiting area. Advantageously, a motorist can enter the fourth parking space after passing through the waiting area and the input and output device.

[0065] InIn another embodiment of the invention, the third access road can be driven on from the access road. In In other words, the third access road can be located beyond the entrance road in the direction of travel. Specifically, a third access road can begin directly adjacent to the entrance road. Advantageously, the third access road, and thus the third parking area, can be accessed from the entrance road without having to drive through the waiting area.

[0066] In a further embodiment of the invention, the system includes a barrier, which is arranged, in particular, at the entry and exit device. Specifically, the barrier can be located directly behind the entry and exit device in the direction of travel. Advantageously, the barrier can increase the system's operational safety, as drivers wishing to access the parking spaces from a parking area located behind the barrier in the direction of travel are prompted and / or compelled to enter their parking space at the entry and exit device. Provided that the traffic rules and regulations applicable to the system are observed and all drivers using the system remain disciplined, the barrier can be replaced by a traffic light in one embodiment. Alternatively, a traffic light can be arranged in addition to the barrier to further enhance the system's operational safety.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.

[0067] 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 in the direction of travel behind the access road and before the fourth access road.

[0068] In a further embodiment of the invention, the facility has a fifth parking space, which can be accessed via the access road and which is specifically designed for passenger cars. The fifth parking space can be accessed via the access road.

[0069] In a further embodiment of the invention, the waiting area is located in the direction of travel before the third access road. In particular, the waiting area is designed separately from the access road and is arranged to the right of the access road in the direction of travel. The waiting area is thus designed as a right-hand exit. Advantageously, the entire waiting area can be located before the third access road. The beginning of the third access road can be located behind the entry and exit device. Advantageously, the separately designed waiting area allows the access road to remain clear even when vehicles are waiting in the waiting area. In such an embodiment, a driver wishing to park in a parking space of the facility can be assigned a parking space in the third parking area and / or a parking space in the fourth parking area by the entry and exit device.

[0070] In a further embodiment of the invention, part of the fourth exit road forms the third access road, wherein, in particular, the waiting area is designed separately from the access road and is arranged to the left of the access road in the direction of travel. Advantageously, the access road can be kept clear of vehicles waiting in the waiting area. Advantageously, after leaving the parking space of the fourth parking area, a driver can access the third parking area via the third access road using the portion of the fourth exit road. Thus, a driver who must leave their parking space in the fourth parking area after their waiting time can still park in the facility by parking in a space of the third parking area.

[0071] In a further embodiment of the invention, the input and output device is situated such that, in the direction of travel, it is located after the beginning of the third access road and before the beginning of the fourth access road. The third parking space can be accessed via the third access road without passing the input and output device.

[0072] This advantageously allows drivers waiting in the waiting area to leave the waiting area while waiting at the entry / exit device and park in an available parking space in the third parking area. In other words, part of the waiting area can be located in the direction of travel before the start 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 third access road.

[0073] In a further embodiment of the invention, part of the third access road forms the waiting area, and the parking spaces of the third parking area are designed as individual parking spaces. In other words, part of the third parking area can be accessed via a portion of the third access road without driving through the waiting area, whereas the complementary part of the third parking area can be accessed via the portion of the third access road that forms the waiting area. Thus, at least part of the third parking area can advantageously always be accessed independently of motor vehicles waiting in the waiting area.

[0074] In a further embodiment of the invention, the third access road forms the waiting area. Advantageously, drivers can leave the waiting area via the third parking space without passing through the entry and exit device. Alternatively or additionally, drivers can park in parking spaces of the third parking area.

[0075] In a further embodiment of the invention, the waiting area can be exited via the third exit lane, and the end of the waiting area is located directly at the beginning of the third exit lane. In other words, the beginning of the third exit lane is directly accessible from the end of the waiting area. Advantageously, the waiting area can thus be exited via the third exit lane without passing through the entry and exit device.

[0076] In a further embodiment of the invention, the facility has a sixth parking space, which includes a sixth access road formed by the fourth exit road. Advantageously, a driver can thus park their vehicle in a parking space of the sixth parking space after leaving a parking space in the fourth parking space. Therefore, after the parking time in the fourth parking space has ended, the driver can continue to park in the facility.

[0077] In another embodiment, the parking space rows of the third, fourth, and / or sixth parking spaces are aligned parallel to the road from which the facility is accessed. Alternatively or additionally, the parking space rows of the third, fourth, and / or sixth parking spaces are aligned perpendicular to the road. Alternatively or additionally, the parking space rows of at least one of the three parking spaces can be aligned parallel to the road, and simultaneously, the parking space rows of at least one other of the three parking spaces can be aligned perpendicular to the road. This advantageously allows for optimal utilization of the area adjacent to the road underlying the facility.

[0078] In a further embodiment of the invention, the third parking space is provided for passenger cars. Advantageously, the fourth parking space can be provided for trucks. This allows for the separation of passenger cars and trucks within the facility. This can increase the operational safety of the facility.

[0079] In a further embodiment of the invention, at least some of the parking spaces in the third parking area are accessible from the access road. This portion of the parking spaces in the third parking area can, for example, be designated as short-term parking spaces. The direct accessibility of this portion of the parking spaces in the third parking area from the access road advantageously ensures particularly rapid entry and exit.

[0080] In a further embodiment of the invention, the parking spaces of the third parking area are accessible from the third access road. In particular, all parking spaces of the third parking area can be accessible from the third access road, with the access road being structurally separated from the parking spaces of the third parking area. This structural separation increases the security of the facility, as it prevents direct access to the access road by persons located in the third parking area.

[0081] In a further embodiment of the invention, the input and output device includes an input and output communication unit, and the input and output communication unit is configured to communicate with the motor vehicle and / or the motor vehicle driver. The input and output communication unit can be configured like a communication unit described previously.

[0082] A further aspect of the invention relates to a facility comprising at least one access road and at least one exit road, wherein at least one parking area is accessible via the at least one access road and can be exited via the at least one exit road. The facility further comprises a seventh parking area, which has at least two at least partially adjacent, at least visually marked, rows of parking spaces, each row comprising at least two consecutive parking spaces. The facility further comprises an eighth parking area, which has at least two at least partially adjacent, at least visually marked, rows of parking spaces, each row comprising at least two consecutive parking spaces. The facility further comprises at least one input and output device, as well as a detection device for detecting the occupancy status of at least one parking area.The system also includes a control unit which, based on the occupancy status of at least one parking space detected by the detection device, the remaining occupancy times of occupied parking spaces in at least one parking space, and an input recorded by the input / output device, determines a parking space for an entering vehicle and outputs information about that parking space via the input / output device. The parking space determined by the control unit has a longer remaining occupancy time than the remaining occupancy times of the occupied parking spaces in the respective row. Furthermore, the rows of parking spaces in the seventh parking space are aligned parallel to each other, and at least some of the rows are accessible from a first direction.Furthermore, the parking space rows of the eighth parking area are aligned parallel to each other, and at least some of the parking space rows are accessible from a second direction. The first and second directions are different. The direction from which a parking space row is accessible can be defined by the main direction of extension of the parking space row. Each parking space row can be straight. Advantageously, the seventh and eighth parking spaces of the facility can be arranged in such a way as to optimally utilize the area of ​​the facility. Accessibility of the parking space rows of the seventh and eighth parking spaces from different directions can improve the utilization of the available area.The lengths of the parking space rows in the seventh and / or eighth parking space may differ; alternatively or additionally, at least some of the parking space rows in the seventh and / or eighth parking space may be of the same length.

[0083] The above aspect can also be designed in such a way that an input and output device is omitted, and the system displays idle or departure times via display devices. The control unit is adapted accordingly to calculate such idle times. The departure time can optionally be determined based on the calculated idle time, which also includes the possibility of a direct calculation of the idle time.

[0084] 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 access road and an eighth exit road. In particular, the seventh parking space can be accessed via the seventh access road and exited via the seventh exit road, and the eighth parking space can be accessed via the eighth access road and exited via the eighth exit road.

[0085] In a further embodiment of the invention, the parking space rows of the seventh parking area are aligned parallel to the parking space rows of the eighth parking area. In other words, the parking space rows of the seventh parking area can be accessed in the opposite direction to the parking space rows of the eighth parking area. The seventh parking area can be adjacent to the eighth parking area. In particular, the seventh and eighth parking areas can be separated from each other by a structural barrier. This can increase the safety of the facility.

[0086] In another embodiment, the seventh parking space is separated from the eighth parking space by a road, preferably by the access and / or exit road of the seventh and / or eighth parking space.

[0087] In a further embodiment of the invention, the exit road of the seventh parking space forms the access road of the eighth parking space. Advantageously, a traffic route of the facility can thus be used as both an access road and an exit road, thereby improving the relative utilization of the facility's parking space area.

[0088] In a further embodiment of the invention, the eighth access road can be exited via the eighth parking space. In this embodiment, the eighth access road ends in a cul-de-sac; in particular, the eighth access road can end in a cul-de-sac in the direction of travel. In other words, after driving along the eighth access road, it can only be exited via the eighth parking space. Alternatively or additionally, instead of the cul-de-sac, 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 exited in the direction of travel.

[0089] In a further embodiment of the invention, the facility has a ninth parking space, which comprises at least two at least partially adjacent, at least visually marked, rows of parking spaces, each row comprising at least two consecutive parking spaces. The rows of parking spaces in the ninth parking space are aligned parallel to each other. Both the seventh and eighth parking spaces 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 occupancy of the facility with motor vehicles in the parking spaces of the parking spaces.Furthermore, the operational safety of the facility can be increased by using individual parking spaces for specific vehicles and / or waiting times, as the parking spaces are clearly separated from each other.

[0090] In a further embodiment of the invention, a portion of the seventh access road forms a portion of the eighth access road. In other words, a portion of the seventh parking space can be accessed from a road that can also access a portion of the eighth parking space.

[0091] Another aspect of the invention relates to a system for the optimal utilization of a tenth parking space in a first and a second state. The tenth parking space can be suitable for motor vehicles. The system has an access road and an exit road, wherein the tenth parking space can be accessed via the access road and exited via the exit road. Furthermore, the system has at least two at least partially adjacent, at least visually marked, rows of parking spaces, wherein each row of parking spaces has at least two consecutive parking spaces in the first state of the parking space. The system also has at least one input and output device. Finally, the system has a detection device for detecting the occupancy status of the tenth parking space.Furthermore, the system includes a control unit which, in an initial state of the parking area, is configured to determine a parking space for an entering vehicle based on the occupancy status of the tenth parking space detected by the detection device, the remaining dwell times of occupied parking spaces in the tenth parking space, and an input recorded by the input / output device. Information about the parking space is then output via the input / output device. The parking space determined by the control unit has a longer dwell time than the remaining dwell times of the occupied parking spaces in the respective row.In a second configuration of the tenth parking space, the parking area features individual parking spaces for passenger cars. These individual parking spaces are accessible via at least one access road and can be exited via at least one exit road. The individual parking spaces, access roads, and exit roads are located on at least a portion of the parking space rows. The individual parking spaces, access roads, and exit roads may be visually marked. Individual parking spaces can represent parking spaces for a single passenger car. A portion of the parking space rows can represent parking space rows along their entire length and / or multiple parking space rows. Advantageously, the facility can thus be operated with the parking area in its first configuration at a certain time, particularly during the night.In its first configuration, the parking area is for trucks. The facility can then be operated in its second configuration, particularly during daytime hours, for passenger cars. This allows the facility to be adapted to the demand for parking spaces for both cars and trucks, especially depending on the time of day.

[0092] The above aspect can also be designed in such a way that an input and output device is omitted, and the system displays idle or departure times via display devices. The control unit is adapted accordingly to calculate such idle times. The departure time can optionally be determined based on the calculated idle time, which also includes the possibility of a direct calculation of the idle time.

[0093] 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 access road and at least one exit road for each individual parking space run parallel to the rows of parking spaces. In particular, each individual parking space is located on at least two rows of parking spaces. The individual parking spaces can also run at right angles to the rows of parking spaces. The access and exit roads for the individual parking spaces can run transversely to the access and exit road of the tenth parking space. Advantageously, in the second state, each individual parking space can be entered and exited independently of the occupancy status of any other individual parking space in the tenth parking space.

[0094] In a further embodiment of the invention, in the second state of the parking area, the individual parking spaces run parallel to the rows of parking spaces, and the access and exit roads for the individual parking spaces run perpendicular to the rows of parking spaces. Each individual parking space can be located entirely within a row of parking spaces. In the second state, each individual parking space can be entered and exited independently of the occupancy status of any other individual parking space in the tenth parking area. The access and exit roads for the individual parking spaces can run parallel to the access and exit roads of the tenth parking area. At least parts of the rows of parking spaces can form traffic routes. The access roads for the individual parking spaces can be accessed from the access road of the parking area via at least one traffic route. The exit roads for the individual parking spaces can be exited via at least one traffic route and the exit road of the tenth parking area.

[0095] Another aspect of the invention relates to a system for the optimal utilization of parking spaces for motor vehicles, comprising at least one access road and at least one exit road, wherein at least one parking area is accessible via the at least one access road and can be exited via the at least one exit road. Furthermore, the system comprises a third parking area, which has at least two at least partially adjacent, at least visually marked rows of parking spaces, and wherein each row of parking spaces has at least one, and in particular at least two, consecutive parking spaces. The system further comprises a fourth parking area, which has at least two at least partially adjacent, at least visually marked rows of parking spaces, and wherein each row of parking spaces has at least two consecutive parking spaces.Furthermore, the system comprises at least one input and output device; a detection device for detecting the occupancy status of the fourth parking space; and a control device configured to determine a parking space for an entering vehicle based on the occupancy status of the fourth parking space detected by the detection device, the remaining dwell times of occupied parking spaces in the fourth parking space, and an input acquired by the input and output device. The parking space determined by the control device must have a longer dwell time than the remaining dwell times of the occupied parking spaces in the respective row. The input and output device, the control device, and the detection device can be configured as described previously in the other sections.For example, the input and output device can include a barrier. In particular, the detection device can include a detection unit with an area laser scanner as described in another aspect of the present invention, for example, mounted at an elevated position, such as on a mast. The parking space rows of the third parking area can be used for parking without specified waiting times and / or without specifying parking spaces for entering vehicles. Advantageously, a fourth parking area with monitoring and parking space specification for optimal utilization of the fourth parking area can thus be combined with a third parking area without a parking system. As described in another aspect previously, an alternative combination of a fourth parking area and a third parking area with parking space specification by the control unit is possible.Alternatively or additionally, waiting times for entering motor vehicles can be specified for the third parking space, as described below.

[0096] In a further embodiment, the system comprises at least one display unit, which includes at least one display unit configured to display the dwell times for the parking space rows of the third parking area. The display unit can be configured, at least partially, like the display unit described above in terms of its features. In particular, the display unit can have at least a static display section and / or at least a dynamic display section. Specifically, according to one embodiment, the display unit can have only static display sections, such as information regarding the parking space row and / or the dwell time of an assigned parking space row. The dwell times can, for example, be frequently requested standard dwell times, which can be assigned to the parking space rows according to their expected demand frequency.These purely static display units can be, for example, signs at the roadside and / or markings on the road surface. Advantageously, the display system can thus be designed to be cost-effective and easy to maintain, while simultaneously allowing for the simple control or management of parking volume in the third parking area by displaying the dwell times on the display unit. Alternatively or additionally, the display unit can include a dynamic display section, as described below.

[0097] In a further embodiment, the system also includes an additional detection device for detecting the occupancy status of the third parking space. Furthermore, the control unit is configured to determine parking 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, the remaining parking times of occupied parking spaces in the third parking space, and predefined standard parking times. The detection device can, for example, as previously described, include an area laser scanner, which can be configured to detect the occupancy status of at least two adjacent rows of parking spaces in the third parking space. In one embodiment, such an area laser scanner can be elevated, for example, on a mast.Alternatively or additionally, the detection device can be configured to detect the occupancy status of the third parking space by means of, for example, several detection units, each of which can detect the occupancy status of one parking space row in the third parking space. Furthermore, the display device is configured to show the dwell times determined by the control unit for the parking space rows of the third parking space, the dwell time determined by the control unit for each parking space row of the third parking space being longer than the individual remaining dwell times of the occupied parking spaces in the respective parking space row of the third parking space.Advantageously, this allows for the combined use of the facility with a third parking area. The control unit determines the dwell times for parking space rows based on the detected occupancy status of the third parking area. This, in turn, enables the use of a fourth parking area based on specific parking spaces, depending on the occupancy status of the fourth parking area. Thus, both the third and fourth parking areas can be optimized, i.e., utilized according to the occupancy status of specific parking spaces or dwell times for parking space rows. Simultaneously, the arrangement of the two parking areas relative to each other can be optimally combined, as described in a previous section. This ensures that the requirements for the waiting area in front of the entry and exit device of the fourth parking area are met, while simultaneously minimizing the area available to the facility.

[0098] In a further embodiment, the system includes a bridge that spans at least two rows of parking spaces in the third parking area and on which at least one display unit of the display device is mounted. 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 to show the dwell time of the respective row. In particular, each of the display units can show the dwell time of the respective row of parking spaces in the third parking area as determined by the control unit.

[0099] In another embodiment, the detection device for determining the occupancy status of the third parking space is arranged on the bridge. Furthermore, the detection device comprises one or more detection units, each of which is configured to detect the occupancy status of a parking space in the third parking space. Such a detection unit can include a laser scanner for detection in one direction. Advantageously, a simple laser scanner can thus be used, enabling detection in only one direction. Furthermore, the bridge can advantageously be used to mount the display device and the detection device for the third parking space. This allows for further cost savings.

[0100] The designation of parking spaces as first parking space, second parking space, etc., in the present application serves only as a descriptive tool and is not to be understood as requiring that an embodiment must include all numerically preceding parking spaces. The designation of the parking spaces can therefore also be adapted to the actual number of parking spaces present in the respective embodiment. Brief description of the characters

[0101] Figure 1 shows a system for the optimal utilization of a parking space, comprising one detection unit and one display unit. Figure 2 shows a system consisting of Figure 1with multiple detection and display units. Figure 3 shows a system for the optimal utilization of a parking space with display units, each assigned to several parking space rows. Figure 4 shows another system for the optimal utilization of a parking space with display units, each assigned to several parking space rows. Figure 5 shows a system for the optimal utilization of a parking space with an additional parking space. Figure 6 shows an alternative configuration of a waiting area for the second parking space. Figure 5Figure 7 shows a display unit with various display sections. Figure 8 schematically shows the sequence of a method for the optimal utilization of a parking space. Figure 9 shows a system for the optimal utilization of a parking space with a third, a fourth, and a fifth parking space according to one embodiment. Figure 10 shows a system for the optimal utilization of a parking space with the third and fourth parking spaces according to another embodiment, wherein the third parking space has individual parking spaces. Figure 11 shows a system for the optimal utilization of a parking space with the third and fourth parking spaces according to another embodiment, wherein the third parking space has individual parking spaces and is accessible from a waiting area. Figure 12 shows a system for the optimal utilization of a parking space with the third and fourth parking spaces according to another embodiment, wherein the waiting area can be exited via individual parking spaces in the third parking space.Figure 13a shows a system for the optimal utilization of a parking space with a third and fourth parking space according to a further embodiment, wherein the waiting area can be exited via the parking space rows of the third parking space. Figure 13b shows a system for the optimal utilization of a parking space with a third and fourth parking space according to a further embodiment, wherein the system includes a detection device for detecting the occupancy status of the fourth parking space. Figure 13c shows a system for the optimal utilization of a parking space with a third and fourth parking space according to a further embodiment, wherein the system includes display devices for showing the occupancy times of the parking space rows of the third parking space.Figure 13d shows a system for the optimal utilization of a parking space with a third and a fourth parking space according to a further embodiment, wherein the system further comprises a detection device for detecting the occupancy status of the third parking space. Figure 13e shows a system for the optimal utilization of a parking space with a third and a fourth parking space according to a further embodiment, wherein the system further comprises a bridge with display devices for displaying the dwell times of the parking space rows of the third parking space. Figure 13f shows a system for the optimal utilization of a parking space with a third and a fourth parking space according to a further embodiment, wherein the third parking space comprises individual parking spaces for passenger cars.Figure 13g shows a system for the optimal utilization of a parking space with a third and fourth parking space according to a further embodiment, wherein all individual parking spaces of the third parking space are accessible via a third access road. Figure 14 shows a system for the optimal utilization of a parking space with a third and fourth parking space according to a further embodiment, wherein the rows of parking spaces in the third parking space are oriented perpendicular to the rows of parking spaces in the fourth parking space. Figure 15 shows a system for the optimal utilization of a parking space with a third and fourth parking space according to a further embodiment, wherein the system includes a sixth parking space. Figure 16 shows a system for the optimal utilization of a parking space with a seventh and an eighth parking space according to an embodiment.Figure 17 shows a system for the optimal utilization of a parking space with the seventh and eighth parking spaces according to a further embodiment, wherein an exit road of the seventh parking space forms the access road of the eighth parking space. Figure 18 shows a system for the optimal utilization of a parking space with the seventh and eighth parking spaces according to a further embodiment, wherein a part of the seventh access road forms a part of the eighth access road. Figure 19 shows a system for the optimal utilization of a parking space with the seventh and eighth parking spaces according to a further embodiment, wherein the system includes a ninth parking space. Figure 20 shows a system for the optimal utilization of a parking space with a tenth parking space according to an embodiment, wherein in a second state the parking space has individual parking spaces perpendicular to the rows of parking spaces of the tenth parking space in a first state.Figure 21 shows a system for the optimal utilization of a parking space with a tenth parking space according to a further embodiment, wherein the parking space in a second state has individual parking spaces parallel to the rows of parking spaces of the tenth parking space in a first state. Detailed description of embodiments

[0102] Figure 1Figure 50 shows a system for the optimal utilization of a parking space 10. Parking space 10 has at least two rows of parking spaces 12a and 12b. Each of the two rows of parking spaces 12a and 12b has at least two consecutive parking spaces 14a and 14b or 14c and 14d, respectively, which can vary 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. System 50 also has an access road 16. The direction of travel of the access road is indicated by an arrow. The parking spaces 14 of parking space 10 can be accessed via access road 16. Furthermore, system 50 has an exit road 18. The direction of travel of exit road 18 is indicated by an arrow. Parking spaces 14 of parking area 10 can be exited via exit road 18.In the illustrated embodiment, the access road 16 and the exit road 18 are essentially parallel to each other. It may be advantageous to adapt the alignment of the access road 16 to the exit road 18 to the specific conditions of the parking area and to forego the parallel alignment of the access road 16 to the exit road 18. The system 50 includes a detection unit 24a, which is mounted on a mast 56a. The detection unit 24a can be pivoted around the mast 56a by means of a swivel arm and / or rotate about its own axis. In the illustrated embodiment, the mast 56a is located between the parking space rows 12a and 12b. In an embodiment not shown, the mast 56a with the detection unit 24a mounted on it can also be located at a different point within the parking area 10.For example, in a parking area 10 that is not horizontally oriented, it may be advantageous to position the mast 56a with the detection unit 24a at an elevated point in the parking area 10. This allows for optimal use of the detection range of the detection unit 24a. In the illustrated embodiment, the detection unit 24a is configured to detect the occupancy status of all parking space rows 12 in the parking area 10. The system 50 includes a control unit 28. In the illustrated embodiment, parking space 14a is occupied by a motor vehicle 30a. Parking space 14a has a remaining occupancy time of the motor vehicle 30a.The control unit 28 is configured to determine parking times for the parking space rows 12 based on the remaining parking time of the occupied parking space 14a, the occupancy status of parking space 10 detected by the detection unit 24a, and predefined standard parking times. The standard parking times can, for example, be stored in a data memory of the control unit 28. The stored standard parking times can be changed if necessary. According to... Figure 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 configured to display the dwell times of all parking space rows 12 in parking area 10. Figure 1Figure 1 shows a motor vehicle 30b entering parking space 10. The driver of motor vehicle 30b can use the display unit 34a to determine which parking space row 12 offers the desired waiting time and which corresponding row best meets their needs. The driver can then enter the row with that desired waiting time. By positioning display unit 34a before the first parking space row, the driver of motor vehicle 30b can select the most suitable waiting time from the displayed options before entering parking space 10. Once the vehicle enters parking space row 12i with a specific displayed waiting time, the system knows that the vehicle will depart after the time shown upon entry.In one embodiment, the dwell time displayed at parking space row 12i can correspond to a minimum dwell time desired by the driver of vehicle 30b. The parking of vehicle 30b in parking space 14i is detected by the detection unit 24a and used to determine the dwell times of the remaining unoccupied parking spaces. For example, in parking space row 12i, where the entering vehicle 30b parks, a dwell time will be displayed that is greater than, or in the limiting case even greater than or equal to, the remaining dwell time of vehicle 30b. This ensures that vehicles parked one behind the other can leave parking space 10. If, for example, the dwell time displayed for parking space row 12a on the display unit 34a corresponds to the dwell time desired by the driver of vehicle 30b, the driver can park vehicle 30b, for example, in parking space 14b behind the already parked vehicle 30a.After the remaining parking time of motor vehicle 30a, which is shorter than or equal to the remaining parking time of motor vehicle 30b, motor vehicle 30a will leave parking space 14a, and thus parking area 10, via exit road 18.

[0103] Consequently, parking space 14a is no longer occupied and the motor vehicle 30b, which is parked in parking space 14b, can leave parking space 14b via parking space 14a and leave parking area 10 via exit road 18.

[0104] Figure 2 shows a further embodiment of the system 50, wherein the description of the Figure 2 The differences shown in Annex 50 are solely due to the differences compared to the one in Figure 1 This is addressed in Annex 50 as described. Figure 2A facility 50, comprising parking space rows 12a to 12e of parking area 10. In the illustrated embodiment, the facility 50 includes 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 positioned between two rows of parking spaces, 12a and 12b and 12d and 12e, respectively. It can be advantageous to arrange the masts centrally between the access road 16 and the exit road 18, spaced apart from each other. This allows for particularly efficient and error-free detection of the occupancy status with the detection device, consisting of the two detection units 24a and 24b, since a large portion of the area is even covered 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 needs to be recorded.This is indicated by dashed circles in . Figure 2 The diagram shows the boundaries of the parking area 10 that can be detected by the respective detection units 24a and 24b. The parking times determined by the control unit 28 are displayed by the display units 34. Each display unit 34i for each row of parking spaces 12i is located opposite each row of parking spaces 12i. Each display unit 34i is positioned at the edge of the access road 16, opposite each row of parking spaces 12i. This makes it easy for a driver on the access road 16 to assign a parking time displayed on a display unit 34i to the respective row of parking spaces 12i. This increases the operational reliability of the system 50.

[0105] Figure 3Figure 50 shows a further embodiment of the system, the description of which focuses solely on differences compared to the system 50 described previously. According to this embodiment, the system 50 comprises display units 34c and 34f, as well as the detection unit 24a, arranged on the mast 56a. A parking zone 42 has parking space rows 12d and 12e. The display unit 34c is configured to show the dwell times of parking space rows 12d and 12e, i.e., of parking zone 42. By displaying a dwell time for the entire parking zone 42, the display unit 34c can be made smaller. The display unit 34c is mounted on a pole, which is attached to a traffic island 52a located between parking space rows 12d and 12e. The traffic island 52a is part of the system 50.Display unit 34f is mounted on a post on a second traffic island 52b, which is situated between parking rows 12b and 12c. This second display unit 34f is configured to show the dwell time of parking rows 12a, 12b, and 12c. It can display either the dwell time of each individual parking row 12a, 12b, and 12c, or it can display a single dwell time for a further parking zone comprised of parking rows 12a, 12b, and 12c. By using traffic islands 52a and 52b, the display units 34c and 34f mounted on them are more easily recognized by approaching drivers, and the displayed dwell times can be correctly assigned to the corresponding parking rows 12.Simultaneously, the arrangement of the display units 34c, 34f on the traffic islands 52a, 52b protects the display units 34c, 34f from collisions with entering or exiting vehicles. This increases the operational safety of the system 50, while maintaining the same robustness of the system 50 against driver errors. The display units 34c and 34f can alternatively or additionally be arranged elsewhere, for example, on the right side of the access road 16. In this embodiment, the system 50 includes a communication device 44. The communication device 44 can be configured to communicate the dwell time of the parking rows 12, determined by the control unit 28, to a vehicle 30b. This communication to the vehicle 30b can advantageously take place before the vehicle 30b enters the parking space 10, and particularly advantageously before the vehicle 30b enters the system 50.For example, communication between the system 50 and a motor vehicle can take place when the vehicle is still on a road and on its way to the system 50.

[0106] Figure 4Figure 50 shows an embodiment of the system, with the description focusing solely on differences compared to the system 50 already described. The dwell times determined by the control unit 28 are displayed by the display units 34d and 34e. Display unit 34d is configured to display the dwell times determined by the control unit 28 for parking rows 12a, 12b, and 12c. Display unit 34d can display dwell times for each individual parking row 12a, 12b, and 12c. Alternatively, parking rows 12a, 12b, and 12c can form a parking zone, in which case display unit 34d can display the dwell time for this parking zone. Display unit 34d is located at the beginning of the access road 16. The system 50 also includes a bridge 54. The bridge 54 is located over parking rows 12f and 12g. Bridge 54 may have a steel girder construction.In the illustrated embodiment, the bridge 54 is arranged at the beginning of parking space rows 12f and 12g. The beginning of a parking space row 12i is the portion of the row that adjoins the access road 16. The display unit 34e is arranged on the bridge 54. The display unit 34e is configured to show parking times for parking space rows 12f and 12g. By using the bridge 54, it can be clearly indicated to entering motorists that the parking area 10 consists of different parking zones. For example, during the day, a short-term parking zone with a parking time of 45 minutes can be established in a parking zone marked in this way, here comprising parking space rows 12f and 12g. Simultaneously, further parking times for the remaining parking space rows 12a, 12b, and 12c can be displayed on the display unit 34d.At night, the parking zone marked by bridge 54 can be set up as a long-term parking zone with a permitted parking time of 9 or 11 hours. This allows drivers entering the area to quickly identify parking times that are in high demand. This increases the operational reliability of facility 50.

[0107] Figure 5Figure 50 shows an embodiment of the system, which consists of several parking spaces with different systems. The following discussion focuses solely on the differences compared to the previously described embodiments of the system 50. The system 50 comprises parking space 10 and a second parking space 60. The system 50 includes the detection unit 24a, mounted on the mast 56a, and the display unit 34a, which is configured to display the dwell times of the parking rows 12 as determined by the control unit 28. Parking space 10 is accessible via access road 16 and can be exited via exit roads 18 and 68. The system 50 also includes a second access road 66 and a second exit road 68. Parking area 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.Parking area 60 has parking space rows 62a and 62b, as well as further parking space rows 62i. Parking space rows 62i have consecutive parking spaces 64a to 64e. The system 50 has a further detection unit 72, which is arranged on a mast 56c. The detection unit 72 is configured to detect the occupancy status of the parking spaces 64 of parking area 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 area 60. The system 50 also has a further control device 74.The control unit 74 is configured to determine a parking space 64c for a motor vehicle 30c entering parking space 60, based on the occupancy status of the parking spaces 64 detected by the detection unit 72, based on the remaining occupancy times of occupied parking spaces 64b, as indicated by a motor vehicle 30d in parking space 64b, and based on an input acquired by the input and output device 80. Furthermore, the input and output device 80 is configured to output the parking space 64c determined for the motor vehicle 30c. Preferably, the dispensing to a motor vehicle driver of motor vehicle 30c takes place at the input and output device 80. In the embodiment shown in the system 50, an access road beginning 76 of the second access road 66 begins at an access road end 78 of the first access road 16 of the first parking area 10. The access road beginning 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 illustrated embodiment, 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 entry and exit device 80. A barrier 84 is arranged at the beginning 76 of the access road 66 and can force the driver of a motor vehicle 30c entering the second parking space 60 to stop at the entry and exit device 80.

[0108] In another embodiment of Annex 50, Figure 6A waiting area 82 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 located between the two access roads 16 and 66 can be accessed via the first access road 16 and exited via the second access road 66. By arranging the waiting area 82 between the first access road 16 and the second access road 66, parking space 10 can be accessed via the first access road 16 independently of any vehicles located in the waiting area 82, while the vehicles waiting in the waiting area 82 can wait in front of the barrier 84. In the illustrated embodiment, the input and output device 80 includes an input and output communication unit 88. The input and output communication unit 88 is configured to communicate with a vehicle 30e.Alternatively or additionally, the input / output communication unit 88 can be configured to communicate with a motor vehicle driver 90. Communication between the motor vehicle 30e or the motor vehicle driver 90 and the input / output communication unit 88 can include input from the motor vehicle driver 90 to the input / output device 80 and output from the input / output device 80 to the motor vehicle driver 90. Thus, in one embodiment, a motor vehicle driver 90 who is not located at the site of the system 50 can communicate an input to the input / output unit 80 via the input / output communication unit 88. Based on the communicated parking space request, the control unit 74 of the system 50 can determine a parking space for the motor vehicle 30e and, if necessary, reserve this parking space for the motor vehicle 30e.Furthermore, the input and output device 80 can communicate the specific parking position to the motor vehicle 30e or the motor vehicle driver 90 via the input and output communication unit 88. This improves the planning reliability of rest times for motor vehicle drivers.

[0109] Figure 7Figure 3 shows an embodiment of the display unit 34a. The display unit 34a has a variable display section 36 and a static display section 38. The display unit 34a has a symbolic display section 40, which is a static display section 38. The symbolic display section 40 can also be configured as a dynamic display section. The symbolic display section 40 can display a pictogram that describes the content of the information displayed on the display unit 34a. This information can, for example, indicate the suitability of the parking space for breaks as defined in the Driving and Rest Time Regulations. A common symbol is, for example, a broad 'h', which is universally understood as a bed. The static display section 38 can display information about the parking space row. For example, a number for the parking space row, here in the form of the number "1", can be displayed. The variable display section 36 can, for example,The display unit 34a can be configured as a light-based display. The variable display section 36 can show information about the parking time. For example, the parking time of the parking space row, here belonging to row "1", can be displayed by the variable display section 36 on the display unit 34a. The variable display section 36 can be controlled, for example, by the control unit 28 of the system 2. To visually clarify the relationship to the associated parking space rows 12i, arrow symbols can be added in some embodiments. In one illustrated embodiment, an arrow symbol 39 is shown on the left side of the display unit 34a. This display unit 34a can, for example, be located on the right edge of an access road 16 and display information about a parking space row 12i located to the left of it, relative to the direction of entry of a motor vehicle 30 into the facility 50, and indicate this by means of the arrow symbol 39.

[0110] Figure 8Figure 1 shows a possible sequence of steps for the optimal utilization of a parking space 10 for motor vehicles 30. In step S1, the occupancy status of the parking space 10 is detected by a detection device comprising at least one detection unit 24a. The detection unit 24a is configured to detect the occupancy status of at least two parking space rows 12a and 12b. Alternatively or additionally, the detection unit 24a can be configured to track the parking process of the motor vehicle 30 while it is parked in a parking space 14i and / or to determine the parking space 14i of the motor vehicle 30 after the parking process has been completed. The procedure also includes a step S2 for determining the dwell times for the parking space rows using a control unit 28.The step of determining S2 is based on the step of detecting S1 the occupancy status of parking space 10, on remaining dwell times of occupied parking spaces 14a, and on predefined standard dwell times. The determination S2 of dwell times is carried out such that the determined dwell time for each row of parking spaces 12i is longer than the individual remaining dwell times of the occupied parking spaces 12a in the respective row of parking spaces 12i. The procedure further includes a step of displaying S3 the determined dwell times for the rows of parking spaces 12i using a display device. The display step S3 is based on the step of determining S2 using the control device 28.

[0111] Figure 9Figure 1 shows an embodiment of the facility 100. The facility 100 is located on a road 126, and in particular, the facility 100 extends essentially along the direction of travel of the road 126. The facility 100 can be accessed from the road 126 via an access road 106. The facility 100 has a third parking space 102 and a fourth parking space 104. In In the illustrated embodiment, the third parking space 102 is located in the direction of travel in front of the fourth parking space 104. The third parking space 102 has parking rows 122i. The fourth parking space 104 has parking rows 124i. InIn the illustrated embodiment, each of the parking space rows 122i has a single parking space for a truck. The parking space rows 124i have at least two parking spaces, which are arranged on each parking space row 124i. In the illustrated embodiment, the parking space rows 122i and 124i are arranged transversely to the road 126 and transversely to the access road 106.

[0112] The third parking area 102 can be accessed via a third access road 108. The third access road 108 has an access road beginning 109, which is located at the beginning of the third access road 108 in the direction of travel. The third parking area 102 can be exited via the third exit road 112. The fourth parking area 104 can be accessed via the fourth access road 110. The fourth parking area 104 can be exited via the fourth exit road 114. In the embodiment shown, the third parking area 102 can first be exited via the third exit road 112 and then, following 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 entrance road 106 via a waiting area 120. Waiting area 120 is located in the direction of travel before the third access road 108 and before the fourth access road 110.Waiting area 120 is separate from access road 106. Waiting area 120 is located to the right of access road 106 in the direction of travel. The waiting area is thus designed as a right-hand exit. The separate design of waiting area 120 from access road 106 may be visually indicated. An entry and exit device 118 is located at the end of waiting area 120. The entry and exit device 118 is located specifically before the third access road 108 and before the fourth access road 110. In other words, a driver wishing to park in at least one of the two parking spaces 102 and 104 must pass the entry and exit device 118.

[0113] The facility 100 additionally features a fifth parking space 116, particularly for passenger cars. In the illustrated embodiment, the fifth parking space 116 is located behind the third and fourth parking spaces 102 and 104 in the direction of travel. In this embodiment, 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 116 can be accessed via 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 extension of the facility 100. The special lane 128 can be used without passing the entry and exit device 118.

[0114] In the embodiment shown, the system has traffic islands 132a, 132b, 132c and 132d. Depending on topographical conditions and the area available to the system 100, the traffic islands can be designed differently. This allows for optimal use of the available area for parking spaces.

[0115] In the illustrated embodiment, the fourth parking space 104 has traffic islands 132e and 132f. Traffic islands 132e and 132f are each arranged between two of the parking space rows 124i in the fourth parking space 104. Alternatively or additionally, no traffic islands and / or further traffic islands may be arranged between each pair of parking space rows 124i. Optional traffic islands in the third parking space 102 are not shown in this embodiment, although they are also possible. Traffic islands in the parking spaces can increase the operational safety of the parking spaces as well as the safety of users. Traffic islands can provide locations for lighting masts, waste bins, and / or vegetation. In this way, different areas of the parking space with significantly different parking durations can be structurally separated from one another.

[0116] The fourth access road 110 has an access road beginning 111. The access road beginning 111 is located behind the input and output device 118 in the direction of travel.

[0117] Furthermore, the system includes 100 detection units 24c and 24d. Detection unit 24c is configured to detect the occupancy status of the third parking space 102, and detection unit 24d is configured to detect the occupancy status of the fourth parking space 104. The detected occupancy statuses of parking spaces 102 and 104 are used by the control unit to determine parking spaces for entering vehicles, and the input / output device 118, located in front of the third and fourth parking spaces 102 and 104, is configured to display these parking spaces to the vehicle driver.

[0118] Figure 10Figure 100 shows a further embodiment of the system. As in the embodiments described below, only significant differences from the previously described embodiment are noted. Figure 9A position has been taken. In the illustrated embodiment, part of the fourth exit road 114 forms the third access road 108. This 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 the parking space rows of the third and fourth parking areas 102 and 104; in particular, the traffic route 130d can be located between the third and fourth parking areas 102 and 104. The beginning of the access road 109 of the third access road 108 is located at the entrance road 106. The third parking area 102 can be accessed without passing through the entry and exit device 118. In the illustrated embodiment, the third parking area 102 has parking space rows with individual parking spaces for trucks. Alternatively or additionally, individual parking spaces for passenger cars can be provided.

[0119] In the embodiment shown, the waiting area 120 is designed 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 exit.

[0120] Parking space 104 has parking rows of varying lengths. Shorter rows can provide single parking spaces for trucks. Longer rows can provide at least two consecutive parking spaces for trucks.

[0121] In the embodiment shown, Annex 100 features the Figure 10A traffic route 130b is shown. Traffic route 130b begins at one end of the access road 106, where the access road 106 connects with the third exit road 112. In the illustrated embodiment, the fifth parking space 116 is accessible via traffic route 130b. In the illustrated embodiment, the fifth parking space 116 is situated such that the third and fourth parking spaces 102, 104 extend between the fifth parking space 116 and road 126. The fifth parking space 116 can be exited via traffic route 130c. Traffic route 130c is located in the direction of travel before traffic route 130a and can be exited via traffic route 130a. The fourth access road can be exited via the parking spaces of the fourth parking area 104 or alternatively via the road 130a located behind the fourth access road 110 in the direction of travel.In other words, the fourth access road 110 can be exited via traffic route 130a without entering the fourth parking space 104. Due to the arrangement shown, the use of the left-hand turning lane to access the parking rows, and the resulting arrangement of the entry and exit device 118, the fifth parking space 116 can be reached without passing through the entry and exit device 118.

[0122] In another embodiment of Annex 100, shown in Figure 11 The entry and exit device 118 is positioned such that, in the direction of travel, it is located after the third access road beginning 109 and before the fourth access road beginning 111. In other words, the third parking space 102 and the fifth parking space 116 can be accessed without passing the entry and exit device 118.

[0123] 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, the facility 100 can be exited via the third and fourth exit roads 112 and 114 and via the traffic route 130a without passing through the parking areas 102 and 104 and without passing through the input and output device 118.

[0124] In the illustrated embodiment, the waiting area 120 is designed parallel to a portion of the access road 106. In the illustrated embodiment, the waiting area 120 and the portion of the access road 106 are at least visually separated from one another. In the illustrated embodiment, at least a portion of the waiting area 120 is located in the direction of travel in front of the beginning 109 of the third access road 108.

[0125] Figure 12Figure 1 shows a further embodiment of the system 100. In this embodiment, part of the third access road 108 forms the waiting area 120. In this embodiment, a first part of the third parking area 102 can be accessed via this part of the third access road 108. The second part of the third parking area 102 can be accessed via another 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 traffic route 130d and via the fourth exit road 114. In this embodiment, the parking spaces of the third parking area are designed as individual parking spaces.

[0126] Figure 13aFigure 1 shows another embodiment of the system 100. In this embodiment, the third access road 108 forms the waiting area 120. In other words, a backup of vehicles waiting in front of the entry and exit device 118 onto the road can be prevented without the need for an additional area, since it serves a dual purpose as both the third access road 108 and the waiting area. This increases space utilization. Furthermore, drivers waiting in the waiting area 120 and in front of the entry and exit device 118 can leave the waiting area 120 via the third parking space 102. Drivers can also flexibly change their parking preference while waiting in the waiting area 120 by parking in an available space in the third parking space 102. In In the illustrated embodiment, parking space rows 122i and 124i each have at least two consecutive parking spaces, which, according to the embodiments described in the Figures 1 to 6 They were shown, and can be designed.

[0127] Figure 13b shows another embodiment of system 100. Compared to the embodiment shown in Figure 13a is shown in Annex 100 in Figure 13b The detection unit 24d is explicitly shown. The detection unit 24d is configured to determine the occupancy status of the fourth parking space 104. In the embodiment shown, the third parking space 102 can be used for parking without specifying waiting times or parking positions.

[0128] Figure 13c shows another embodiment. Compared to the embodiment shown in Figure 13bThis facility 100 further comprises display units 34g and 34h, which are static, i.e., they do not display any variable information. Display units 34g are signs located on the left edge of the third access road 108 in the direction of travel, with each display unit 34g corresponding to a parking space row 122i. Display units 34h are signs on the road surface, with each display unit 34h corresponding to a parking space row 122i. Thus, when entering facility 100, specifically when driving onto the third access road 108, a driver can be shown the fixed parking time for each parking space row 122i in the third parking area 102. Alternatively, a parking space in the fourth parking area 104 can be assigned to the driver 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 34-hour display units can be provided as road markings. In specific environmental conditions, a combination may be advantageous.

[0129] In Figure 13d Another embodiment of Annex 100 is shown. In this embodiment, compared to the embodiment shown in Figure 13cThe system 100 also includes the detection unit 24c, which is configured to determine the occupancy status of the parking spaces in the third parking area 102. Display units 34j are at least partially designed as dynamic display units. Thus, dwell times for the associated rows of parking spaces 122i, which can be determined based on the detected occupancy status of the third parking area 102, can be displayed. Advantageously, a third parking area 102 with determinable dwell times depending on the occupancy status of the third parking area 102 and a fourth parking area 104 with determinable parking spaces depending on the occupancy status of the fourth parking area 104 can be combined.

[0130] In another embodiment, shown in Figure 13eThe third parking area 102 has a bridge 54a. Display units 34k are mounted on the bridge 54a, which are configured to display the dwell times for the respective assigned parking space row 122i. Alternatively or additionally to the detection unit 24c, detection units 24e can be mounted on the bridge. These detection units 24e are each configured to detect the occupancy status of an assigned parking space row 122i of the third parking area 102.

[0131] In another embodiment of Annex 100, shown in Figure 13fThe waiting area 120 is designed 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 parking area 102 are located directly behind the access road 106; in other words, they can be accessed directly from it. In the illustrated embodiment, the third parking area 102 has individual parking spaces, particularly for passenger cars. The individual parking spaces are arranged in rows. The rows of individual parking spaces are arranged in the same direction as the rows of parking spaces in the fourth parking area 104. In the illustrated embodiment, the third access road 108 forms the third exit road 112. The third parking area 102 can have several access and exit roads 108 and 112. In the illustrated embodiment, at least some of the parking spaces in the third parking area 102 can be accessed from the access road 106.At least some of the parking spaces in the third parking area 102 can be entered and exited in the direction of travel.

[0132] Figure 13g Figure 1 shows a further embodiment of the system 100. In the embodiment shown, all parking spaces of the third parking area 102 are accessible via the third access road 108. A first part of the parking spaces of the third parking area 102 are accessible via a first part of the third access road 108. Further parts of the parking spaces of the third parking area 102 are accessible via further parts of the third access road 108. At least some of the parking spaces of the third parking area 102 can be entered and exited in the direction of travel.

[0133] The third parking space 102 is separated from the access road 106 by a traffic island 132a. This increases the safety and usability of the third parking space.

[0134] In another embodiment, shown in Figure 14 The waiting area 120 can be exited via the third exit road 112 without passing through the entry and exit device 118. Specifically, the end of the waiting area 121 is located directly at the beginning of the third exit road 112, 113. In other words, the waiting area 120 can be exited without obstructing the third access road 108. Therefore, parking operations in the third parking space 102 and access to the fifth parking space 116 are independent of any vehicles currently in the waiting area 120.

[0135] In the embodiment shown, the parking space rows of the third parking area 102 are arranged transversely to the parking space rows of the fourth parking area 104. This arrangement ensures a spatial separation of the third access road 108 from the waiting area 120.

[0136] In the embodiment shown, the input and output device 118 is arranged between the waiting area 120 and the fourth access road 110. An additional special lane 128 can be arranged along the waiting area 120 and along the fourth access road 110.

[0137] Figure 15 Figure 1 shows another embodiment of system 100. 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 road 126.

[0138] The third exit road 112 is arranged along the fourth access road 110, separated from it in particular by a traffic island 132g. This prevents vehicles leaving parking area 102 from entering the parking rows of the fourth parking area 104. In the embodiment shown, the fourth exit road 114 forms the sixth access road 136.

[0139] Figure 16Figure 200a shows an embodiment of the system. System 200a has a structure designed for optimal utilization of an approximately rectangular footprint. System 200a includes a seventh parking space 202a and an eighth parking space 204a. The parking space rows 222i of the seventh parking space 202a are arranged parallel to each other. The parking space rows 224i of the eighth parking space 204a are also arranged parallel to each other. Each of the parking space rows 222i and 224i can have one or more consecutive parking spaces. The lengths of the parking space rows 222i and 224i can differ. Each parking space row 222i and 224i has a main direction of extension. The main direction of extension of each parking space row defines the direction from which the parking space row can be accessed. In the embodiment shown, the parking space rows 222i of the seventh parking space 202a can be accessed from a first direction.The parking space rows 224i of the eighth parking space 204a are accessible from a second direction, in particular from a direction opposite to the direction of the parking space rows of the seventh parking space 202a. In other words, the parking space rows of the seventh and eighth parking spaces 202a and 204a are accessible from opposite directions.

[0140] Parking space rows 222i and 224i are arranged at an angle to the outer boundaries of facility 200a, relative to their main direction of extension. An angle of 45° may be advantageous.

[0141] In the illustrated embodiment, the facility 200a is accessed via an access road 206. At the end of a waiting area 220, an entry and exit device 218 is arranged. After passing the entry and exit device 218, a seventh access road 208 can be accessed. One end of the seventh access road 208 is located at the beginning of a seventh exit road 212. At the end of the seventh exit road 212, a turning curve 238 is arranged, which allows access to part of the parking space rows 224i of the eighth parking area 204a. The end of the seventh exit road 212 is also connected to the beginning of an eighth access road 210 and can be exited via this road. One end of the eighth access road 210 is connected to the beginning of part of the eighth exit road 214 and can be exited via this road.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 facility 200a can be exited via the eighth exit road 214.

[0142] Both the seventh parking area 202a and the eighth parking area 204a are bordered by the seventh and eighth access and exit roads 208, 210, 212, 214. These form a traffic route 230a.

[0143] On areas of facility 200a that are not usable for parking operations, at least one traffic island 232a can be constructed.

[0144] Figure 17Figure 1 shows an embodiment of a system 200b. System 200b has a seventh parking space 202b and an eighth parking space 204b, which may be located at a rest area and / or refueling station. In the embodiment shown, the eighth access road 210 can be exited via the eighth parking space 204b. In this embodiment, the eighth access road 210 leads into a dead end in the direction of travel. Alternatively, the eighth access road 210 can lead into an area of ​​the refueling station. In this embodiment, the eighth access road 210 forms 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 surround system 200b.In the illustrated embodiment, the parking space rows of the seventh parking space 202b are arranged at an angle of approximately 90° to the parking space rows of the eighth parking space 204b. The parking space rows of the seventh parking space 202b can be arranged at other angles, preferably at angles greater than 45° and less than 135°, to the parking space rows of the eighth parking space 204b.

[0145] Figure 18 shows an embodiment of the system 200c. InIn the illustrated embodiment, the facility 200c has a seventh parking space 202c and an eighth parking space 204c, which are separated by a portion of a seventh access road 208. Specifically, this portion of the seventh access road 208 forms part of the eighth access road 210. In the illustrated embodiment, a portion of the parking space rows in the seventh parking space 202c can be accessed from a first direction, and a complementary portion of the parking space rows in the seventh parking space 202c can be accessed from a second direction, opposite to the first. These two portions of the parking space rows in the seventh parking space 202c can be structurally separated from each other by a traffic island 232b. This can increase the operational safety and user safety of the facility. In the illustrated embodiment, all parking space rows in the eighth parking space 204c can be accessed from the same direction.In other words, the main direction of extension and the direction of all parking space rows of the eighth parking space 204c are identical.

[0146] In the embodiment shown, a traffic route 230c surrounds 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.

[0147] Figure 19Figure 2 shows an embodiment of a system 200d. The system 200d has a ninth parking space 240. In the embodiment shown, the ninth parking space 240 has a substantially rectangular and / or square base. The rows of parking spaces in the ninth parking space 240 are arranged substantially parallel to one another, advantageously at an angle of approximately 45° to the outer boundaries of the substantially square base of the ninth parking space 240. A portion of the rows of parking spaces in the ninth parking space 240 can be accessed via a first portion of a ninth access road 242, and a complementary portion of the rows of parking spaces in the ninth parking space 240 can be accessed via a complementary portion of the ninth access road 242. These two portions of parking spaces in the ninth parking space 240 can each be exited at least partially via a ninth exit road 244.

[0148] In the illustrated embodiment, the ninth parking space 240 is separated from an eighth parking space 204d of the facility 200d by a portion of the ninth access road 242. The ninth parking space 240 is separated from a seventh parking space 202d of the facility 200d by the complementary portion of the ninth access road 242. Parking spaces 202d, 204d, and 240 are surrounded by a traffic route 230d. The traffic route 230d comprises at least portions of a waiting area 220, in particular the entire seventh access road 208, a portion of a seventh exit road 212, an eighth exit road 214, and a portion of the ninth exit road 244. The complementary portion of the ninth exit road 244 is, for example, parallel to and separate from the waiting area 220.

[0149] Figure 20Figure 3 shows an embodiment of a system 300a. System 300a has a tenth parking space 302a. The tenth parking space 302a can, for example, be a telematically controlled parking space. In a first state of the parking space, the tenth parking space 302a can be telematically controlled. In particular, trucks can access parking spaces of the parking space rows 322i via a tenth access road 308 and park in parking spaces of the parking space rows 322i. After parking, the trucks can leave the tenth parking space 302a via a tenth exit road 312. In the illustrated embodiment, the tenth access road 308 is arranged parallel to the tenth exit road 312. The parking space rows 322i are arranged parallel to each other and perpendicular to the tenth access road 308 and the tenth exit road 312. The system 300a includes an input and output device 318.

[0150] In a second configuration of the tenth parking space 302a, the parking space comprises individual parking spaces 324i for passenger cars. In the illustrated embodiment, the individual parking spaces 324i are arranged transversely to the direction of extension of the rows of parking spaces 322i. Each of the individual parking spaces 324i is formed on at least a portion of two adjacent rows of parking spaces 322i. The individual parking spaces 324i can be accessed from the tenth access road 308 via (individual parking space) access roads and (individual parking space) exit roads 330a, and the parking space 302a can be exited via the tenth exit road 312. In the illustrated embodiment, for example, two adjacent rows of parking spaces 322i each form an access road and an exit road 330a. In the embodiment shown, the access roads and exit roads 330a are arranged parallel to the parking space rows 322i.For example, the tenth parking space 302a can be operated in the first state during nighttime and / or weekend hours. For example, the tenth parking space 302a can be operated in the second state during daytime hours. Thus, parking space 302a can be utilized as optimally as possible at all times. Visual markings for the individual parking spaces, as well as the (individual parking space) access roads and (individual parking space) exit roads 330a, can be provided, preferably distinguishable from the markings of the truck parking rows 322i. Variable visual markings, e.g., using illuminated strips, can also be provided.

[0151] Figure 21 Figure 3 shows an embodiment of plant 300b. Plant 300b has a tenth parking space 302b with parking rows 322i. In contrast to the one in Figure 20In the embodiment shown of system 300a, individual parking spaces 326i of the tenth parking area 302b are arranged lengthwise to the rows of parking spaces 322i. Access roads and exit roads 330c for the individual parking spaces 326i are arranged, in particular, perpendicular to the rows of parking spaces 322i. The access roads and exit roads 330c are arranged parallel to the tenth access 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. The individual parking spaces 326i can be exited 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 parking space row 322i, in particular along a parking space row 322i and perpendicular to the tenth access road 308 and the tenth exit road 312.Individual parking spaces of the embodiment shown in . Figure 21 can, similar to individual parking spaces shown in the embodiment in Figure 20 , may be entered and exited individually, in particular regardless of the occupancy status of other individual parking spaces in the tenth parking area. A corresponding [measure / provision] may also be [implemented / provided / etc.]. Figure 20 The described marking must be provided.

[0152] Further embodiments of the invention can be found in the following aspects: Aspect 1: System for the optimal utilization 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 visually marked rows of parking spaces (12a, 12b) and wherein each row of parking spaces (12a, 12b) has at least two consecutive parking spaces (14a, 14b, 14c, 14d), comprising: A detection device for detecting an occupancy state of the parking space, which has at least one detection unit (24a) which is configured to detect the occupancy state of at least one, preferably two, rows of parking spaces (12a, 12b); A control device (28) configured to determine parking space occupancy status (10) detected by the detection device, remaining dwell times of occupied parking spaces (14a), and dwell times for the parking space rows (12) based on predefined standard dwell times; A display device,which has at least one display unit (34a), wherein the display unit is configured to display the dwell times for the parking space rows (12) determined by the control unit (28), wherein the dwell time determined by the control unit (28) for each parking space row (12i) is longer than the individual remaining dwell times of the occupied parking spaces (14a) of the respective parking space row (12i). Aspect 2: 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 unit 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 section (40). Aspect 6: System according to any of the preceding aspects, wherein at least one display unit (34a) is configured to display the dwell times for a parking space zone (42) which has at least two parking space rows (12d, 12e). Aspect 7: System according to any of the preceding aspects, wherein at least one display unit (34a) is configured to display the dwell times for all parking space rows (12) of the parking space (10). Aspect 8: System according to any of the preceding aspects, wherein each parking space row (12i) is assigned a display unit (34i), and wherein each display unit (34i) assigned to a parking space row (12i) is configured to display the dwell time of the respective parking space row (12i). Aspect 9: System according to any of the preceding aspects, wherein the control unit (28) is configuredto determine the dwell times based on the time of day and / or based on the calendar day. Aspect 10: System according to one of the preceding aspects, comprising a communication device (44) capable of communicating with a motor vehicle, wherein the communication device (44) is configured to communicate at least one dwell time determined by the control device (28) of the associated parking space row (12a) and information about the associated parking space row (12a) to the motor vehicle (30b). Aspect 11: System (50) for the optimal utilization of a parking space (10) for motor vehicles (30), comprising: at least two parking space rows (12a, 12b) that are at least partially adjacent, wherein each parking space row (12a, 12b) comprises at least two consecutive parking spaces (14a, 14b, 14c, 14d); an access road (16) and an exit road (18),wherein the parking area (10) is accessible via the access road (16) and can be exited via the exit road (18), and a system according to aspects 1 to 10. Aspect 12: system (50) according to aspect 11, wherein the access road (16) and the exit road (18) are substantially parallel to each other. 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 area (10), preferably on a post. Aspect 14: system (50) according to aspects 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) is arranged on the traffic island (52a), preferably on a post. Aspect 15: Investment (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 configured to display the dwell time of at least two rows of parking spaces (12b, 12c). Aspect 16: Installation (50) according to one of aspects 11 to 15, which includes a bridge (54) that spans at least two rows of parking spaces (12f, 12g) and on which at least one display unit (34e) is attached. Aspect 17: Installation (50) according to one of aspects 11 to 16, which includes at least one mast (56a) on which at least one detection unit (24a) is mounted. Aspect 18: Installation (50) according to aspect 17, wherein at least one detection unit (24a) is pivotable around the mast (56a) and / or rotatable about its own axis. Aspect 19: Facility (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, wherein the second parking space (60) has at least two at least partially adjacent, at least visually marked rows of parking spaces (62a, 62b) and wherein each row of parking spaces (62a, 62b) has at least two consecutive parking spaces (64a, 64b, 64d, 64e); 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); Another 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 parking times of occupied parking spaces (64b) of the second parking space (60) and based on an input,which has been detected by the input and output device (80), to determine a parking space (64c) for an entering motor vehicle (30c) and to output information about the parking space (64c) by means of the input and output device (80), wherein the parking space (64c) determined by the control unit (74) has a longer remaining time than the remaining times of the occupied parking spaces (64b) of the respective row of parking spaces (62i). Aspect 20: System (50) according to Aspect 19, further comprising: A second access road (66) and a second exit road (68), wherein the second parking area (60) can be accessed via the second access road (66) and exited via the second exit road (68). Aspect 21: System (50) according to Aspect 20,wherein an access road beginning (76) of the second access road (66) begins at an access road end (78) of the access road (16) of the first parking area (10), and the access road (16) of the first parking area (10) has a waiting area (82) of the second parking area (60). Aspect 22: Facility (50) according to Aspect 20, wherein the facility (50) has a waiting area (82) between the second access road (66) and the access road (16) of the first parking area (10). Aspect 23: Facility (50) according to Aspect 21 or 22, wherein the facility (50) has a barrier (84) at the access road beginning (76) of the second access road (66). Aspect 24: Installation (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: Installation (50) according to one of aspects 19 to 24, wherein the input and output device (80) comprises an input and output communication unit (88).and the input and output communication unit (88) is set up to communicate with a motor vehicle (30e) and / or with a motor vehicle driver (90). Aspect 26: System (100) for the optimal utilization of parking spaces (102, 104) for motor vehicles, comprising: At least one access road (108; 110) and at least one exit road (112; 114), wherein at least one parking space (102; 104) is accessible via the at least one access road (108; 110) and via the at least one exit road (112; 114) can be exited; A third parking space (102) comprising at least two at least partially adjacent, at least visually marked rows of parking spaces (122i), wherein each row of parking spaces (122i) comprises at least one, in particular at least two, consecutive parking spaces; A fourth parking space (104), which includes at least two at least partially adjacent,at least visually marked parking space rows (124i) and wherein each parking space row (124i) has at least two consecutive parking spaces; 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 configured, based on the occupancy state of at least one parking space (102; 104) detected by the detection device, based on remaining parking times of occupied parking spaces of the parking space (102; 104) and based on an input which has been acquired by the input and output device (118), 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 (118),and wherein the parking space determined by the control device has a longer remaining time than the remaining times of the occupied parking spaces in the respective row (122i; 124i). Aspect 27: System (100) for the optimal utilization of parking spaces (102, 104) for motor vehicles, comprising: At least one access road (108; 110) and at least one exit road (112; 114), wherein at least one parking space (102; 104) is accessible via the at least one access road (108; 110) and can be exited via the at least one exit road (112; 114); A third parking space (102) comprising at least two at least partially adjacent, at least visually marked rows of parking spaces (122i), and wherein each row of parking spaces (122i) comprises at least one, in particular at least two, consecutive parking spaces; A fourth parking space (104), which includes at least two at least partially adjacent,at least visually marked parking space rows (124i) and wherein each parking space row (124i) has at least two consecutive parking spaces; A detection device for detecting an occupancy state of at least one parking space (102; 104); A control device which is configured to determine, based on the occupancy state of the at least one parking space (102; 104) detected by the detection device, based on remaining dwell times of occupied parking spaces and based on predefined standard dwell times, dwell times for the parking space rows (122i; 124i); A display device which has at least one display unit, wherein the display device is configured to display the dwell times or departure times for the parking space rows (122i; 124i) determined by the control device,wherein the dwell time determined by the control device for each row of parking spaces (122i; 124i) is longer than the individual remaining dwell times of the occupied parking spaces in the respective row of parking spaces (122i; 124i). Aspect 28: Facility (100) according to aspect 26 or 27, wherein the facility (100) has an access road (106) and the facility (100) is accessible via the access road (106), and the third parking space (102) is accessible via a third access road (108) and can be exited via a third exit road (112), and the fourth parking space (104) is accessible via a fourth access road (110) and can be exited via a fourth exit road (114), and wherein the third and fourth access roads (108, 110) are accessible via the access road (106). Aspect 29: Facility (100) according to one of aspects 26 to 28, wherein the facility (100) includes a waiting area (120). Aspect 30: Facility (100) according to one of aspects 26 to 29.wherein the input and output device (118) is arranged before an access road beginning (111) of the fourth access road (110), in particular at a waiting area end (121). Aspect 31: Installation (100) according to one of aspects 26 to 30, wherein the third access road (108) is accessible from the access road (106). Aspect 32: Installation (100) according to one of aspects 26 to 31, wherein the installation (100) has a barrier and / or a traffic light and / or a retractable bollard, which is arranged in particular at 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: Facility (100) according to one of aspects 26 to 33, wherein the facility (100) has a fifth parking space (116) which can be accessed via the access road (106),which is specifically designed for passenger cars. Aspect 35: Installation (100) according to one of aspects 26 to 34, wherein the waiting area (120) is located in the direction of travel before the third access road (108), in particular the waiting area (120) is designed separately from the access road (106) and in particular the waiting area (120) is arranged to the right of the access road (106) in the direction of travel. Aspect 36: Installation (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 designed separately 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: Installation (100) according to one of aspects 26 to 36, wherein the input and output device (118) is situated such thatthat it is located in the direction of travel after a third access road beginning (109) and before the fourth access road beginning (111). Aspect 38: Facility (100) according to one of aspects 26 to 37, wherein part of the third access road (108) forms the waiting area (120) and the parking spaces of the third parking area (102) are designed as individual parking spaces. Aspect 39: Facility (100) according to one of aspects 26 to 38, wherein the third access road (108) forms the waiting area (120). Aspect 40: Facility (100) according to one of aspects 26 to 39, wherein the waiting area (120) can be exited via the third exit road (112) and the end of the waiting area (121) is located directly at an exit road beginning (113) of the third exit road (112). Aspect 41: Facility (100) according to one of aspects 26 to 40, wherein the facility (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: Facility (100) according to one of aspects 26 to 41, wherein the parking space rows of the third (122i) and / or the parking space rows of the fourth (124i) and / or the parking space rows of the sixth parking space are aligned parallel and / or perpendicular to a road (126) via which the facility (100) is accessible. Aspect 43: Facility (100) according to one of aspects 26 to 42, wherein the third parking space (102) is designed for passenger cars. Aspect 44: Facility (100) according to one of aspects 26 to 43, wherein at least some of the parking spaces of the third parking space (102) are accessible from the access road (106). Aspect 45: Installation (100) according to one of aspects 26 to 44, wherein the parking spaces of the third parking area (102) are accessible from the third access road (108). Aspect 46: Installation (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 configured to communicate with the motor vehicle and / or a motor vehicle driver. Aspect 47: Installation (100) according to one of Aspects 26 to 46, wherein the detection device is used to detect the occupancy status of the fourth parking space and the control unit is configured, based on the occupancy status of the fourth parking space (104) detected by the detection device, based on remaining dwell times of occupied parking spaces of the fourth parking space (104) and based on an input which has been acquired by the input and output device (118), 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). Aspect 48: Installation (100) according to Aspect 47, wherein the installation (100) has at least one display device which has at least one display unit (34g; 34h; 34j; 34k),wherein the display device is configured to display dwell times for the parking space rows (122i) of the third parking space (102). Aspect 49: System (100) according to Aspect 48, wherein the system (100) has a further detection device for detecting an occupancy state of the third parking space (102); the control device is configured to determine dwell times for the parking space rows (122i) of the third parking space (102) based on the occupancy state of the third parking space (102) detected by the detection device, based on remaining dwell times of occupied parking spaces of the third parking space (102) and based on predefined standard dwell times; the display device, which has at least one display unit (34g; 34h; 34j; 34k), is configured to display the dwell times determined by the control device for the parking space rows (122i) of the third parking space (102),and wherein the dwell time determined by the control device for each parking space row (122i) of the third parking space is longer than the individual remaining dwell times of the occupied parking spaces of the respective parking space row (122i) of the third parking space. Aspect 50: System (100) according to Aspect 48 or 49, wherein the system (100) further comprises a bridge (54a) which is mounted over at least two parking space rows (122i) of the third parking space (102) and on which at least one display unit (34k) of the display device is mounted. Aspect 51: System (100) according to Aspect 50, wherein the detection device for detecting the occupancy status of the third parking space (102) is arranged on the bridge (54a) and the detection device further comprises one or more detection units (24e), wherein each of the one or more detection units (24e) is configured,to detect the occupancy status of a parking space row (122i) of the third parking space (102). Aspect 52: Facility (200a; 200b; 200c; 200d) for the optimal utilization 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), wherein at least one parking space (202a; 204a; 202b; 204b; 202c; 204c; 202d; 204d) is accessible via at least one access road (208; 210) and via at least one exit road (212; 214) can be exited; A seventh parking space (202a; 202b; 202c; 202d) comprising at least two at least partially adjacent, at least visually marked rows of parking spaces (222i), wherein each row of parking spaces (222i) comprises at least two consecutive parking spaces; An eighth parking space (204a; 204b; 204c; 204d) comprising at least two at least partially adjacent,at least visually marked parking space rows (224i) and wherein each parking space row (224i) has at least two consecutive parking spaces; 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 configured, 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 remaining occupancy times of occupied parking spaces of at least one parking space (202a, 204a; 202b, 204b; 202c, 204c; 202d, 204d) and based on an input which has been captured by the input and output device (218), 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 (218),and wherein the parking space determined by the control device has a longer remaining time than the remaining times of the occupied parking spaces in the respective parking space row (222i; 224i), and wherein the parking space rows (222i) of the seventh parking space (202a; 202b; 202c; 202d) are aligned parallel to each other and at least part of the parking space rows (222i) can be accessed from a first direction, and wherein the parking space rows (224i) of the eighth parking space (204a; 204b; 204c; 204d) are aligned parallel to each other and at least part of the parking space rows (224i) can be accessed from a second direction, and wherein the first direction and the second direction are different. Aspect 53: Facility (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),wherein at least one parking space (202a; 204a; 202b; 204b; 202c; 204c; 202d; 204d) is accessible via at least one access road (208; 210) and via which at least one exit road (212; 214) can be exited; A seventh parking space (202a; 202b; 202c; 202d) which has at least two at least partially adjacent, at least visually marked rows of parking spaces (222i) and wherein each row of parking spaces (222i) has at least two consecutive parking spaces; An eighth parking space (204a; 204b; 204c; 204d) comprising at least two at least partially adjacent, at least visually marked rows of parking spaces (224i), wherein each row of parking spaces (224i) comprises at least two consecutive parking spaces; A detection device for detecting an occupancy status of at least one parking space (202a, 204a; 202b, 204b; 202c, 204c; 202d, 204d); A control device which is configured toto determine parking times for the parking space rows (222i; 224i) 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 remaining dwell times of occupied parking spaces and based on predefined standard dwell times; A display device comprising at least one display unit, wherein the display device is configured to display the dwell times or departure times determined by the control device for the parking space rows (222i; 224i), wherein the dwell time determined by the control device for each parking space row (222i; 224i) is longer than the individual remaining dwell times of the occupied parking spaces of the respective parking space row (222i; 224i), and wherein the parking space rows (222i) of the seventh parking space (202a; 202b; 202c; 202d) are aligned parallel to each other and at least a part of the parking space rows (222i) is accessible from a first direction,and wherein the parking space rows (224i) of the eighth parking space (204a; 204b; 204c; 204d) are aligned parallel to each other and at least part of the parking space rows (224i) is accessible from a second direction, and wherein the first direction and the second direction are different. Aspect 54: Layout (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: Design (200a) according to one of aspects 52 to 54, wherein the parking space rows (222i) of the seventh parking space (202a) are aligned parallel to the parking space rows (224i) of the eighth parking space (202b). Aspect 56: Design (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 road, preferably by the access and / or exit road of the seventh and / or eighth parking space (208; 210; 212; 214). Aspect 57: facility (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: facility (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 cul-de-sac. Aspect 59: Facility (200d) according to one of aspects 52 to 58, wherein the facility (200d) has a ninth parking space (240) which has at least two at least partially adjacent, at least visually marked rows of parking spaces and wherein each row of parking spaces has at least two consecutive parking spaces,and wherein the parking space rows of the ninth parking space (240) are aligned parallel to each other, 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: Layout (200c) according to one of aspects 52 to 59, wherein part of the seventh access road (208) forms part of the eighth access road (210). Aspect 61: A facility (300a; 300b) for the optimal utilization of a tenth parking space (302a; 302b) in a first and a second state, comprising: An access road (308) and an exit road (312), wherein the tenth parking space (302a; 302b) can be accessed via the access road (308) and exited via the exit road (312); At least two parking space rows (322i) that are at least partially adjacent and at least visually marked.wherein each parking space row (322i) in the first state of the parking space (302a; 302b) has at least two consecutive parking spaces; 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 configured, in a first state of the parking space (302a; 302b), 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 (318), 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 of the tenth parking space (302a; 302b) and based on an input which has been detected by the input and output device (318),and wherein the parking space determined by the control device has a longer remaining time than the remaining times of the occupied parking spaces in the respective row of parking spaces (322i), and wherein in a second state of the tenth parking space (302a; 302b), the parking space has individual parking spaces (324i; 326i) for passenger cars, and wherein the individual parking spaces (324i; 326i) can be accessed via access roads and exited via exit roads (330a; 330c), and wherein the access roads and exit roads (330a; 330c) are formed on at least a part of the rows of parking spaces (322i). Aspect 62: Facility (300a; 300b) for the optimal use of a tenth parking space (302a; 302b) in a first and a second state, comprising: An access road (308) and an exit road (312),wherein the tenth parking space (302a; 302b) is accessible via the access road (308) and can be exited via the exit road (312); At least two parking space rows (322i) that are at least partially adjacent and at least visually marked, wherein each parking space row (322i) has at least two consecutive parking spaces in the first state of the parking space (302a; 302b); A detection device for detecting an occupancy state of the tenth parking space (302a; 302b); A control device which is configured to determine, in a first state of the parking space (302a; 302b), parking space rows (322i) based on the occupancy state of the tenth parking space (302a; 302b) detected by the detection device, remaining parking times of occupied parking spaces, and predefined standard parking times; A Display device which has at least one display unit, wherein the display device is set up,in a first state to display the dwell times or departure times for the parking space rows (322i) determined by the control unit, wherein the dwell time determined by the control unit for each parking space row (322i) is longer than the individual remaining dwell times of the occupied parking spaces of the respective parking space row (322i), and wherein in a second state of the tenth parking space (302a; 302b), the parking space has individual parking spaces (324i; 326i) for passenger cars, and wherein the individual parking spaces (324i; 326i) can be accessed via access roads and exited via exit roads (330a; 330c), and wherein the access roads and exit roads (330a; 330c) are formed on at least a part of the parking space rows (322i), and wherein the display device is optionally provided to indicate the parking availability for passenger cars in a second state. Aspect 63: Annex (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 perpendicular to the rows of parking spaces (322i) and the access and exit roads (330a) of the individual parking spaces (326i) run parallel to 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 aspects 61 to 63, wherein in the second state of the parking space (302b) the individual parking spaces (326i) run parallel to the rows of parking spaces (322i) and the access and exit roads (330c) of the individual parking spaces run perpendicular to the rows of parking spaces (322i). Aspects

[0153] 65. System (100) for the optimal utilization of parking spaces (102, 104) for motor vehicles, comprising: at least one access road (108; 110) and at least one exit road (112; 114), wherein at least one parking space (102; 104) is accessible via the at least one access road (108; 110) and can be exited via the at least one exit road (112; 114); a third parking space (102) comprising at least two at least partially adjacent, at least visually marked rows of parking spaces (122i) and wherein each row of parking spaces (122i) comprises at least one, in particular at least two, consecutive parking spaces; a fourth parking space (104) comprising at least two at least partially adjacent,at least visually marked parking space rows (124i) and wherein each parking space row (124i) has at least two consecutive parking spaces; 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 configured, based on the occupancy state of the fourth parking space (104) detected by the detection device, based on remaining parking times of occupied parking spaces of the fourth parking space (104) and based on an input which has been acquired by the input and output device (118), 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 (118),and wherein the parking space determined by the control device has a longer remaining time than the remaining times of the occupied parking spaces in the respective parking space row (124i). 66. System (100) according to aspect 65, wherein the system (100) has at least one display device which has at least one display unit (34g; 34h; 34j; 34k), wherein the display device is configured to display remaining times for parking space rows (122i) of the third parking space (102). 67. System (100) according to aspect 66, wherein the system (100) has a further detection device for detecting an occupancy state of the third parking space (102); the control device is configured, based on the occupancy state of the third parking space (102) detected by the detection device,based on remaining dwell times of occupied parking spaces of the third parking area (102) and based on predefined standard dwell times, to determine dwell times for the parking space rows (122i) of the third parking area (102); the display device, which has at least one display unit (34g; 34h; 34j; 34k), is configured to display the dwell times determined by the control device for the parking space rows (122i) of the third parking area (102), and wherein the dwell time determined by the control device for each parking space row (122i) of the third parking area (102) is longer than the individual remaining dwell times of the occupied parking spaces of the respective parking space row (122i) of the third parking area (102). 68. System (100) according to aspect 65 or 66, wherein the system (100) further comprises a bridge (54a),which is installed over at least two parking space rows (122i) of the third parking space (102) and on which at least one display unit (34k) of the display direction is attached. 69. Installation (100) according to aspect 68, wherein the detection device for detecting the occupancy status 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 which is configured to detect the occupancy status of a parking space row (122i) of the third parking space (102). Reference sign

[0154] 10 (first) parking space 12, 12a - 12g, 12i Parking space row (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 unit 30a - 30e Motor vehicle 34, 34a - 34k Display unit 36 ​​Variable display part 38 Static display part 39 Arrow symbol 40 Symbolic display part 42 Parking space zone 44 Communication device 50 System 52a, 52b Traffic island 54, 54a Bridge 56a - 56c Masts 60 (second) parking space 62a, 62b, 62i Parking space row (of the second parking space) 64, 64a - 64e Parking space (of the second parking space) 66 (second) access road 68 (second) exit road 72 Detection unit 74 Control unit 76 Start of access road 78 End of access road 80 Entry and exit device 82 Waiting area 84 Barrier / traffic light / bollard 88 Entry and exit communication unit 90 Driver / user 100 System 102 (third) parking space 104 (fourth) parking space 106 Access road 108 (third) access road 109 Start of access road (of the thirdAccess road) 110 (fourth) access road 111 Access road start (of the fourth access road) 112 (third) exit road 113 Exit road start (of the third exit road) 114 (fourth) exit road 116 (fifth) parking space (for passenger cars) 118 Entry and exit device (with barrier) 120 Waiting area 121 Waiting area end 122i Parking space rows (of the third parking space) 124i Parking space rows (of the fourth parking space) 126 Road 128 (additional) special lane 130a - 130e Traffic route 132a - 132g Traffic island 134 (sixth) parking space 136 (sixth) access road 200a - 200d Facility 202a - 202d (seventh) parking space 204a - 204d (eighth) parking space 206 Access road 208 (seventh) Access road 210 (eighth) Access road 212 (seventh) Exit road 214 (eighth) Exit road 218 Entry and exit device 220 Waiting area 222i Parking space rows (of the seventh parking space) 224i Parking space rows (of the eighth parking space) 228 (additional) Parking space row 230a - 230d Traffic route 232a, 232b Traffic island 238 Sweeping curve240 (ninth) parking space 242 (ninth) access road 244 (ninth) exit road 300a, 300b facility 302a, 302b (tenth) parking space 308 (tenth) access road 312 (tenth) exit road 318 entry and exit device 322i parking space rows (of the tenth parking space) 324i individual parking spaces (for passenger cars) 326i individual parking spaces (for passenger cars) 330a access road and / or exit road for individual parking spaces 330b traffic route 330c access road and / or exit road for individual parking spaces

Claims

1. A system (100) for the optimal utilization of parking spaces (102, 104) for motor vehicles, comprising: · At least one access road (108; 110) and at least one exit road (112; 114), wherein at least one parking space (102; 104) is accessible via the at least one access road (108; 110) and via which at least one exit road (112; 114) can be exited; · A third parking space (102), which comprises at least two at least partially adjacent, at least visually marked rows of parking spaces (122i) and wherein each row of parking spaces (122i) comprises at least one, in particular at least two, consecutive parking spaces; • A fourth parking space (104) which has at least two at least partially adjacent, at least visually marked rows of parking spaces (124i) and wherein each row of parking spaces (124i) has at least one, in particular at least two, consecutive parking spaces;• At least one input and output device (118; 80); • A detection device for detecting an occupancy state of the fourth parking space (104); • A control device configured to determine a parking space for an entering motor vehicle based on the occupancy state of the fourth parking space (104) detected by the detection device, based on remaining dwell times of occupied parking spaces of the fourth parking space (104) and based on an input acquired by the input and output device (118; 80), and to output information on the parking space by means of the input and output device (118), wherein • the parking space determined by the control device has a longer dwell time than the remaining dwell times of the occupied parking spaces of the respective row of parking spaces (124i).; 2. System according to claim 1, wherein the input and output device (80) comprises an input and output communication unit (88), and the input and output communication unit (88) is configured to communicate with a motor vehicle (30e) and / or with a motor vehicle driver (90).

3. System (100) according to claim 1 or 2, wherein the system (100) has at least one display device which has at least one display unit (34g; 34h; 34j; 34k), wherein the display device is configured to display standing times for parking space rows (122i) of the third parking space (102).

4. System (100) according to one of the preceding claims, wherein: · The system (100) comprises a further detection device for detecting an occupancy state of the third parking space (102); · the control device is configured to determine, based on the occupancy state of the third parking space (102) detected by the detection device, on the remaining dwell times of occupied parking spaces of the third parking space (102) and on the basis of predefined standard dwell times, dwell times for the parking space rows (122i) of the third parking space (102); · a display device comprising at least one display unit (34g; 34h; 34j;34k), is equipped to display the dwell times determined by the control unit for the parking space rows (122i) of the third parking space (102), and wherein the dwell time determined by the control unit for each parking space row (122i) of the third parking space (102) is longer than the individual remaining dwell times of the occupied parking spaces of the respective parking space row (122i) of the third parking space (102).

5. System (100) according to one of the preceding claims, wherein the system (100) further comprises a bridge (54a) which is mounted 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 a display direction is mounted.

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

7. System (100) according to one of the preceding claims, wherein the system (100) comprises a barrier and / or a traffic light and / or a retractable bollard, which is arranged in particular on the input and output device (118; 80).

8. Plant (100) according to one of the preceding claims, wherein the plant (100) has an access road (106) via which the plant (100) can be accessed, and has a fifth parking space (116) which can be accessed via the access road (106), which is particularly suitable for passenger cars.

9. Plant (100) according to one of the preceding claims, wherein the plant (100) has a waiting area (120), wherein optionally the input and output device (118; 80) is arranged in front of an access road beginning (111) of the access road (110), in particular at a waiting area end (121).

10. System (100) according to claim 9, wherein the waiting area (120) is located in the direction of travel in front of the access road (108), wherein in particular the waiting area (120) is designed separately from the access road (106) and in particular the waiting area (120) is arranged to the right or left of the access road (106) in the direction of travel or in particular the waiting area (120) is arranged on the access road (106).

11. Plant (100) according to claim 9 or 10, wherein the plant (100) has an access road (106) via which the plant (100) can be accessed, wherein the waiting area (120) can be accessed in the direction of travel after the access road (106) and before the access road (110).

12. System (100) according to one of claims 9-11, wherein part of the access road (108) forms the waiting area (120) and the parking spaces of the third parking area (102) are at least partially designed as individual parking spaces.

13. Plant (100) according to one of claims 9-12, wherein the third access road (108) forms at least part of the waiting area (120).

14. System (100) according to one of claims 9-13, wherein the waiting area (120) can be left via the departure road (112) and a waiting area end (121) is located directly at a departure road beginning (113) of the departure road (112).

15. System (100) according to one of the preceding claims, wherein the input and output device (118; 80) is located such that it is situated in the direction of travel after a third access road beginning (109) and before a fourth access road beginning (111).

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