Mechanical parking

Abstract

To provide a parking lot capable of charging more EVs with less sense of unfairness.SOLUTION: A parking lot can charge a vehicle while it is parked. The parking lot includes a charger, and a control unit that controls charging of vehicle by the charger. The control unit terminates charging of the vehicle when a predetermined termination condition is satisfied, and starts charging of another vehicle in a state of waiting for charging.SELECTED DRAWING: Figure 12

Description

Technical Field

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[0001] The present invention relates to a parking lot.

Background Art

[0002] Low-noise and clean electric vehicles and plug-in hybrid vehicles (hereinafter collectively referred to as EVs) have begun to spread. EVs use electric power from secondary batteries such as lithium-ion batteries mounted thereon as a power source. Recently, a technique for charging the secondary battery of an EV using the time parked in a parking lot has been proposed (for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0007] Furthermore, any combination of the above components, or any substitution of the components or expressions of the present invention between methods, apparatus, systems, etc., are also valid embodiments of the present invention. [Effects of the Invention]

[0008] According to one aspect of the present invention, charging can be performed for a larger number of EVs with less sense of unfairness. [Brief explanation of the drawing]

[0009] [Figure 1] This is a diagram illustrating the configuration of a parking system according to an embodiment. [Figure 2] Figure 1 is a front view of the parking lot. [Figure 3] Figure 2 is a floor plan of the parking area. [Figure 4] Figure 1 is a block diagram showing the functions and configuration of the control device. [Figure 5] This figure shows an example of the data structure of the charge management information storage unit in Figure 4. [Figure 6] This figure shows an example of the data structure of the usage status retention unit in Figure 4. [Figure 7] This block diagram shows the functions and configuration of the server in Figure 1. [Figure 8] Figure 7 shows an example of the data structure of the parking information storage unit. [Figure 9] Figure 1 is a block diagram showing the functions and configuration of the mobile terminal. [Figure 10] This figure shows an example of a screen displaying information about nearby parking lots. [Figure 11] This figure shows another example of a screen displaying information on nearby parking lots. [Figure 12]This is a flowchart explaining the operation of a parking lot. [Figure 13] This is a sequence diagram explaining the operation of the server. [Modes for carrying out the invention]

[0010] In the following, identical or equivalent components and members shown in each drawing will be denoted by the same reference numeral, and redundant explanations will be omitted as appropriate. Furthermore, the dimensions of the members in each drawing will be enlarged or reduced as appropriate for ease of understanding. Additionally, some members that are not important for explaining the embodiment will be omitted from each drawing.

[0011] Parking lots that allow charging while parked are becoming more common. However, these parking lots generally have fewer chargers than parking spaces due to cost and other reasons. Therefore, depending on the usage of the parking lot, specifically the number of EVs wishing to charge while parked, it may not be possible to charge immediately after entering the lot, and there may be a waiting period.

[0012] Incidentally, the time required to fully charge an EV varies greatly depending on the maximum capacity, remaining capacity, and charging performance of the EV's secondary battery. For example, charging an EV with a large maximum secondary battery capacity and low remaining capacity takes a long time (e.g., 8 hours or more). Therefore, if the conventional method of switching EVs once they are fully charged is adopted, the chargers will be monopolized by EVs that take a long time to fully charge, as described above, and some EVs will remain parked for a long time without being charged. This inevitably creates a sense of unfairness among users.

[0013] Therefore, in this embodiment, when a predetermined termination condition is met, such as "the maximum charging time (e.g., 30 minutes) has elapsed," charging of the EV is terminated and charging of another EV that is waiting to be charged is started. This will be explained in detail below.

[0014] FIG. 1 is a schematic diagram showing the configuration of a parking lot system 1 according to an embodiment. The parking lot system 1 includes a plurality of parking lots 100, a server 200, and a plurality of mobile terminals 300. Each device in FIG. 1 is connected via a network 2. The number of parking lots 100 and mobile terminals 300 is not limited to the example shown in FIG. 1.

[0015] The parking lot 100 may be a parking lot in a condominium such as an apartment, a parking lot in a commercial facility such as a department store, or a parking lot in a public facility such as a city hall. The parking lot 100 may be a parking lot for parking vehicles of regular contract users, a time rental parking lot, that is, a parking lot where temporary users park their vehicles, or a parking lot for parking vehicles of regular contract users and temporary users.

[0016] The parking lot 100 is a parking lot having a plurality of parking spaces. One parking space is a parking area where one vehicle is parked. That is, the parking lot 100 is a parking lot where a plurality of vehicles can be parked.

[0017] The parking lot 100 includes one or more chargers for charging the secondary battery of an EV (hereinafter, also simply expressed as "charging an EV"). That is, the parking lot 100 is a parking lot where an EV can be charged while parked. The EV may be a manually driven vehicle or an autonomously driven vehicle. The parking lot 100 has a smaller number of chargers than the number of parking spaces for reasons such as cost.

[0018] In this embodiment, the parking lot 100 is a pallet-type mechanical parking lot. As will be described in detail later, in the parking lot 100, an EV is loaded onto a pallet (hereinafter, also referred to as a "charging pallet") corresponding to charging in the boarding and alighting room, and this pallet is moved to a parking space (hereinafter, also referred to as a "charging parking space") where a charger is installed for charging.

[0019] Parking lot 100 terminates a charging session for each EV when a predetermined "termination condition" is met. In this embodiment, the termination condition is "the expiration of a predetermined maximum charging time." The maximum charging time may be set and changed by an attendant or manager of parking lot 100, for example, by operating the control panel 28. In this embodiment, the maximum charging time is a uniform time throughout parking lot 100 and does not differ for each EV, i.e., for each user. Having a uniform maximum charging time throughout parking lot 100 ensures fairness among users compared to a case where, for example, the user sets the maximum charging time, and therefore the maximum charging time differs for each user, i.e., for each EV.

[0020] Here, it is not necessarily required to fully charge the battery in a single parking session; for example, it is sufficient to charge enough to cover the average daily driving distance (e.g., 40 km). Therefore, the maximum charging time may be set to the amount of time required to charge that amount.

[0021] Furthermore, even before the termination conditions are met, if a predetermined upper charge level is reached (for example, 100% (i.e., fully charged), or for example, 80%), charging will end without waiting for the termination conditions to be met (for example, immediately). EVs whose charging has ended due to the fulfillment of the termination conditions (i.e., EVs that did not reach the upper charge level) will be placed at the end of the queue waiting for recharging.

[0022] The server 200 is installed, for example, in a data center. The server 200 may also be located in one of the parking lots 100. The server 200 functions as an information processing device that processes parking information transmitted from the control devices 30 of each parking lot 100.

[0023] The mobile terminal 300 is a terminal used by users such as the vehicle driver. The mobile terminal 300 may be a user's mobile device such as a smartphone or tablet, or it may be a navigation terminal installed in the vehicle.

[0024] Figure 2 is a front view of the parking lot 100. Figure 3 is a plan view of the parking space 14. In this example, the parking lot 100 is a so-called underground mechanical parking system in which the parking spaces are located underground beneath the building 24, which is located above ground. However, the parking lot 100 may also be an above-ground mechanical parking system in which the parking spaces are located inside the building 24.

[0025] The parking garage 100 includes an entrance / exit room 12, a parking room 14 located on the first basement level, an operation panel 28, a control device 30, a plurality of pallets 32, at least one charging system 40, a first transport device 56, a plurality of second transport devices 58, a lift frame 88, two masts 90, a lifting device 94, and an elevator shaft 96.

[0026] The passenger compartment 12 is located in the building 24 and is used to allow passenger cars 20 and EVs 22 (hereinafter collectively referred to as vehicles) to enter and exit the parking lot 100. The passenger compartment 12 is located at the upper end of the elevator shaft 96. The passenger compartment 12 and the elevator shaft 96 are connected via a communication hole 26 that is large enough for a pallet 32 ​​to pass through.

[0027] The elevator shaft 96 is provided along the vertical direction (z-direction) and communicates with the parking space 14. A lifting device 94 for raising and lowering the lift frame 88 is installed at the lower end of the elevator shaft 96. Two masts 90 are provided at the four corners of the elevator shaft 96.

[0028] The lift frame 88 is supported by two masts 90 so as to be able to move up and down, and moves up and down along the hoistway 96 by a lifting device 94. A first conveying device 56 is provided on the upper part of the lift frame 88. The lift frame 88, the two masts 90, and the lifting device 94 can be the same as the lift frame, two masts, and lifting device described in Japanese Patent Application Publication No. 2009-197417, which was filed earlier by the present applicant.

[0029] The pallet 32 ​​is a flat plate-shaped member, and the vehicle loading surface 32a, which is the upper surface on which the vehicle is mounted, has a roughly rectangular shape. The pallets 32 are uniform in size, and one pallet is large enough to accommodate one vehicle.

[0030] While not particularly limited, in this example all of the pallets 32 are charging pallets and are equipped with an outlet 102 and a power receiving unit 104. When charging the EV22 while parked, the power supply port 108 of the EV22 and the outlet 102 are electrically connected by a cable 109.

[0031] In this example, the power receiving unit 104 is located on one of the two long sides of the pallet 32 ​​and is electrically connected to the power supply unit 44 of the charging system 40 when the pallet 32 ​​is placed in the charging parking space 52. The power receiving unit 104 may be located on both long sides of the pallet 32, or on at least one of the two short sides. The power receiving unit 104 is electrically connected to the outlet 102 and receives power supplied from the charging system 40, which is then supplied to the EV22 via the outlet 102 and cable 109.

[0032] The first conveying device 56 is installed on the upper part of the lift frame 88 and moves the pallet 32 ​​in the x direction. The first conveying device 56 moves the pallet 32 ​​between the elevator shaft 96 and the parking space 14. The second conveying device 58 is installed in each of the parking spaces 50 and moves the pallet 32 ​​in the x or y direction. The second conveying device 58 moves the pallet 32 ​​between the parking spaces 50. The second conveying device 58 can be the conveying device described in Japanese Patent Publication No. 7-29681, which was previously filed by the applicant.

[0033] In this example, the parking area 14 includes 10 parking spaces 50. These 10 parking spaces 50 are arranged in a matrix with 5 columns in the x-direction and 2 rows in the y-direction intersecting the x-direction. Between adjacent parking spaces 50, anti-tipping rollers 38 are installed to support the pallet 32 ​​as it moves across the parking spaces 50.

[0034] The parking space 50 is configured to accommodate one pallet 32. The parking space 50 is a single parking area within the parking space where a vehicle is parked by accommodating a pallet 32 ​​on which the vehicle is loaded.

[0035] In this example, of the 10 parking spaces 50, 2 are charging parking spaces 52 and 8 are regular parking spaces 54. Note that a parking room 14 only needs to include at least one charging parking space 52; the number of charging parking spaces 52 is not limited.

[0036] The charging parking space 52 is a parking space where the EV22 can be charged. The charging parking space 52 is equipped with a charging system 40 that supplies power to the pallet 32 ​​housed in the charging parking space 52. In this embodiment, the charging parking space 52 is located at two locations furthest from the elevator shaft 96 among the multiple parking spaces 50 included in each parking room.

[0037] The charging system 40 is configured to supply power to the pallet 32 ​​for charging a vehicle loaded on the pallet 32. The charging system 40 includes a charger 42 and a power supply unit 44. The charger 42 supplies power from an external power source to the power supply unit 44 at a voltage suitable for supplying power to the EV22. When the pallet 32 ​​is placed in the charging parking space 52, the power supply terminals of the power supply unit 44 are mechanically brought into contact with the power receiving terminals of the power receiving unit 104 of the pallet 32. Power is then supplied from the charger 42 to the pallet 32, and the EV22 is charged via the outlet 102 and cable 109.

[0038] Standard parking space 54 is a parking space where charging the EV22 is not possible. The charging system 40 is not provided in standard parking space 54.

[0039] The control panel 28 functions as a user interface for the user or the parking lot attendant 100. The control panel 28 is connected to the control device 30 and transmits control signals to the control device 30 in response to the input operation.

[0040] When entering the parking area, the user or staff member parks the vehicle to be entered outside the passenger compartment 12 and operates the control panel 28. The user or staff member inputs the parking request along with the vehicle ID into the control panel 28. The vehicle ID is identification information that uniquely identifies the vehicle, such as the vehicle registration number (the number written on the license plate). The control panel 28 generates a parking request signal including the vehicle ID and transmits it to the control device 30. The control device 30 prepares an empty pallet 32 ​​in the passenger compartment 12 that does not contain any vehicles.

[0041] Once an empty pallet 32 ​​is prepared in the passenger compartment 12, the user or staff member brings the vehicle to be stored into the passenger compartment 12 and loads it onto the pallet 32. After confirming that there are no people inside the passenger compartment 12, the user or staff member inputs a storage instruction into the control panel 28. The control panel 28 generates a storage instruction signal and transmits it to the control device 30.

[0042] When a vehicle is to be released, the user or staff member inputs a release instruction along with the vehicle ID into the control panel 28. The control panel 28 generates a release instruction signal including the vehicle ID and transmits it to the control device 30. When a release instruction is given, a pallet 32 ​​loaded with the vehicle corresponding to the vehicle ID appears in the passenger compartment 12. When the vehicle that has appeared in the passenger compartment 12 moves outside the passenger compartment 12, the release is confirmed.

[0043] Figure 4 is a block diagram showing the functions and configuration of the control device 30 for the parking lot 100. Each block shown here can be implemented in hardware terms by elements and mechanical devices, including the CPU (Central Processing Unit) of a computer, and in software terms by computer programs, etc. However, here we are depicting functional blocks that are realized through the coordination of these elements. Therefore, it will be understood by those skilled in the art who have read this specification that these functional blocks can be implemented in various ways by combinations of hardware and software. The same applies to the blocks in Figures 7 and 9.

[0044] The control device 30 includes a communication unit 110 that communicates with an external device according to a predetermined communication protocol, a control unit 120 that performs various data processing, a storage unit 130 that holds data referenced and / or updated by the control unit 120, and a display control unit 160 that controls the display of information by the display unit. The control unit 120 sends and receives data with the server 200 and the mobile terminal 300 via the communication unit 110.

[0045] The holding unit 130 is implemented by memory or storage. The holding unit 130 includes a parking status holding unit 132, a charging management information holding unit 134, and a usage status holding unit 136.

[0046] The parking status retention unit 132 maintains the parking status of each parking space in the parking lot 100. In particular, the parking status retention unit 132 maintains, in association with a parking space ID that uniquely identifies a parking space, information indicating whether or not a vehicle is parked in that parking space, and a vehicle ID that identifies the vehicle if a vehicle is parked in that parking space.

[0047] The charging management information storage unit 134 stores information regarding EV charging in the parking lot 100. Figure 5 shows an example of the data structure of the charging management information storage unit 134.

[0048] The charging management information holding unit 134 holds information about all charging pallets. The charging management information holding unit 134 associates a charging pallet ID that uniquely identifies a charging pallet, a vehicle ID that identifies a vehicle parked in that charging pallet, the charging status of that vehicle, the scheduled start / end date and time of charging for that vehicle, and notification destination information for notifying the vehicle's user's mobile terminal 300.

[0049] The charging status can be registered as "Waiting for charging (i)", "Waiting for recharging (j)", "Charging", "Recharging", "Fully charged", or "No charging needed". "Waiting for charging (i)" indicates that the vehicle is the ith (i is a natural number)th in line to charge. "Waiting for recharging (j)" indicates that the vehicle is waiting for the second or subsequent charge in a single parking session, and is the jth (j is a natural number) in line to charge. "Recharging" indicates that the vehicle is in the process of charging for the second or later session in a single parking session. "Fully charged" indicates that charging is complete because the maximum charge level has been reached. "No charging needed" indicates that charging is not needed in the first place, for example, if the vehicle is not an EV.

[0050] For EVs waiting to be charged or recharged, the scheduled start date and time are registered. For EVs currently being charged or recharged, the actual start date and time are registered. For EVs currently being charged or recharged, the scheduled end date and time are registered. For EVs waiting to be charged or recharged, and for EVs currently being charged or recharged, the scheduled end date and time are registered. For fully charged EVs, the actual end date and time are registered. In this example, the scheduled end date and time is the date and time when the maximum charging time has elapsed from the scheduled start date and time. If the EV reaches full charge before the scheduled end date and time, charging will end without waiting for the scheduled end date and time.

[0051] The notification recipient information includes, for example, the phone number and email address of the mobile terminal 300.

[0052] The usage status retention unit 136 retains the usage status of the parking lot 100. Figure 6 shows an example of the data structure of the usage status retention unit 136. The usage status information is stored in association with the following: the congestion status of charging in the parking lot 100, the availability status indicating whether or not there are vacant parking spaces in the parking lot 100, and the scheduled start / end date and time of charging if the vehicle were to enter the parking lot 100 immediately (hereinafter referred to as the scheduled start / end date and time of temporary charging).

[0053] The congestion status can be registered as "very crowded," "crowded," "moderately crowded," or "not crowded." These are defined, for example, as follows. Note that the average parking time may be calculated from past usage data. Also, the average parking time may differ for every 100 parking spaces.

[0054] "Very congested" indicates a situation where charging is not expected to begin within the average parking time. Specifically, it is a situation where the relationship "(average parking time) < (time until the scheduled start date and time for temporary charging)" holds true.

[0055] "Congestion" refers to a situation where, although one charging session can be started within the average parking time, the charging session is not expected to be completed within the average parking time, meaning that the charging session is expected to be completed beyond the average parking time. Specifically, it is a situation where the relationship "(time until the scheduled start date and time of temporary charging) ≤ (average parking time) < (time until the scheduled end date and time of temporary charging)" holds true.

[0056] "Slightly crowded" refers to a situation where one charging cycle is expected to be completed within the average parking time, but one charging cycle is expected to be completed after half of the average parking time has elapsed. Specifically, this is a situation where the following relationships hold true: "(Time until scheduled start of temporary charging) ≤ (Average parking time ÷ 2) < (Time until scheduled end of temporary charging) ≤ (Average parking time)" or "(Average parking time ÷ 2) < (Time until scheduled start of temporary charging) < (Time until scheduled end of temporary charging) ≤ (Average parking time)".

[0057] "No congestion" means that there is an available charging parking space 52 and charging can begin immediately, or that it is expected that one charge will be completed within half of the average parking time. Specifically, the latter means that the relationship "(time until the scheduled start date and time of temporary charging) < (time until the scheduled end date and time of temporary charging) ≤ (average parking time ÷ 2)" holds true.

[0058] The congestion level may be determined based on the user's planned parking time instead of the average parking time. In this case, the average parking time should be replaced with the planned parking time in the explanation above.

[0059] The availability status is registered as "Full," "Vacant (Plenty of Space)," or "Vacant (Few Spaces Remaining)." The availability status should be registered based on the parking status retention unit 132. "Full" indicates that there are no available parking spaces, "Vacant (Plenty of Space)" indicates that there are a relatively large number of available parking spaces, and "Vacant (Few Spaces Remaining)" indicates that there are only a few parking spaces remaining. For example, if the number of available parking spaces is 10% or more of a predetermined percentage of all parking spaces, it may be registered as "Vacant (Plenty of Space)," and if it is less than that, it may be registered as "Vacant (Few Spaces Remaining)."

[0060] The control unit 120 includes a management unit 121, a specific unit 122, a provision unit 124, a transmission unit 126, and a notification unit 128. A computer program implementing the functions of these functional blocks may be installed in the holding unit 130 of the control device 30. The CPU of the control device 30 may read this computer program into main memory and execute it, thereby enabling the functions of each functional block of the control unit 120 to be performed.

[0061] The control unit 121 controls the first transport device 56, the second transport device 58, and the lifting device 94 to move the pallet 32 ​​between the passenger compartment 12 and the parking compartment 14, or between parking spaces. The control unit 121 determines the movement of the pallet 32, for example, using a known puzzle-solving algorithm. The control unit 121 sends commands to the first transport device 56, the second transport device 58, and the lifting device 94 to realize the determined movement of the pallet 32. Hereafter, moving the pallet 32 ​​loaded with vehicles will be simply referred to as "moving the vehicles." The control unit 121 also controls the charging of the EV by the charging system 40.

[0062] When a vehicle is brought into the parking area, the management unit 121 moves the vehicle from the passenger compartment 12 to an available parking space 50. If the vehicle is an EV and the owner wishes to charge it while parked, the management unit 121 moves the EV to a charging parking space 52 if one is available, starts charging the EV, and registers "Charging" as the EV's charging status in the parking status retention unit 132. If there are no available charging parking spaces 52, the management unit 121 moves the EV to a regular parking space 54. In this case, the management unit 121 registers "Waiting for charging (i)" as the EV's charging status in the parking status retention unit 132. The vehicle waiting for charging will be at the end of the queue.

[0063] The management unit 121 terminates charging of the EV when the above termination conditions are met during EV charging. The management unit 121 also terminates charging of the EV immediately, for example, without waiting for the termination conditions to be met, if the EV's charge rate reaches the above-mentioned upper limit charge rate, even before the termination conditions are met. In any case, the management unit 121 moves the EV, after charging is complete, from the charging parking space 52 to the normal parking space 54. The management unit 121 can, for example, communicate with the EV to obtain its charge rate. For EVs whose charging has ended due to the fulfillment of the termination conditions, the management unit 121 updates the charging status to "Waiting for recharging (j)" (for example, the last in line for waiting for recharging), and for EVs whose charging has ended due to reaching the upper limit charge rate, it updates the charging status to "Fully charged".

[0064] Instead of moving EVs that have finished charging from the charging parking space 52 to the regular parking space 54, the management unit 121 moves EVs that are waiting to be charged or recharged from the regular parking space 54 to the charging parking space 52.

[0065] In more detail, if there are EVs waiting to be charged, the management unit 121 moves the EV with the status "Waiting to Charge (1)" from the regular parking space 54 to the charging parking space 52, starts charging that EV, and updates its charging status to "Charging". In this case, if there are EVs that are second or later in the waiting list, the management unit 121 moves each of their positions up by one. For example, for an EV with the charging status "Waiting to Charge (2)", that is, the second EV in the waiting list, the management unit 121 moves its charging status up to "Waiting to Charge (1)", that is, moves it up to the first position in the waiting list.

[0066] Furthermore, if there are no EVs waiting to be charged but there are EVs waiting to be recharged, the management unit 121 moves the EV marked "Waiting to be recharged (1)" from the regular parking space 54 to the charging parking space 52, starts recharging that EV, and updates its charging status to "Recharging". In other words, it prioritizes charging EVs that are waiting to be charged, and only charges EVs waiting to be recharged if there are no EVs waiting to be charged. In this case, if there are EVs that are second or later in the waiting list for recharging, the management unit 121 moves each of their positions up by one. For example, for an EV whose charging status is "Waiting to be recharged (2)", meaning it is second in the waiting list for recharging, the charging status is moved up to "Waiting to be recharged (1)", meaning it moves its position up to first in the waiting list for recharging.

[0067] As an alternative, it is not necessary to distinguish between devices waiting to be charged and devices waiting to be recharged. In other words, they can be charged in the order in which they become available.

[0068] The management unit 121 determines, for example, at predetermined intervals (e.g., every day), whether a predetermined "recharging condition" is met for an EV whose charge status is "fully charged". If the recharging condition is met, the management unit 121 moves the EV to a charging parking space 52 if there is one available, starts charging the EV, updates the EV's charge status to "recharging", and if there is no available charging parking space 52, updates the charge status to "waiting for recharging (i)" (for example, the last in line for waiting for recharging). The recharging condition may be, for example, that a predetermined period (e.g., two weeks) has elapsed since the EV became fully charged, i.e., since charging was completed, or for example, that the charge rate has fallen below a predetermined rate, or for example, that the remaining capacity has fallen below a predetermined amount. The management unit 121 may, for example, communicate with the EV to obtain the EV's remaining capacity from the EV.

[0069] When a vehicle is to leave the depot, the management unit 121 moves the pallet 32, identified by the vehicle ID included in the depot departure instruction signal, from the parking space 50 to the passenger compartment 12. The management unit 121 deletes the information regarding the depotted vehicle from the parking status retention unit 132 at an appropriate time.

[0070] The identification unit 122 refers to the charging management information holding unit 134 to identify the scheduled start / end dates and times for charging EVs whose charging status is "waiting to charge (i)". The identification unit 122 identifies the scheduled start / end dates and times for charging each EV waiting to charge each time charging is completed, i.e., each time the order of EVs waiting to charge changes. For example, the identification unit 122 identifies the scheduled start / end dates and times for charging each EV whose charging status is "waiting to charge (i)" by considering the order of EVs waiting to charge, the scheduled end date and time for charging EVs currently being charged, the maximum charging time of the parking lot 100, and the number of vehicles that can be charged simultaneously. The identification unit 122 registers (updates) the identified scheduled start / end dates and times for charging in the charging management information holding unit 134.

[0071] Furthermore, the identification unit 122 refers to the charging management information holding unit 134 to identify the scheduled start / end dates and times for charging of EVs whose charging status is "waiting for recharging (j)". The identification unit 122 identifies the scheduled start / end dates and times for charging of each EV waiting for recharging each time charging is completed, i.e., each time the order of waiting for charging / waiting for recharging changes, and each time a new EV that wishes to charge enters the parking lot 100. For example, the identification unit 122 identifies the scheduled start / end dates and times for charging of each EV whose charging status is "waiting for recharging (i)" by considering the number of EVs waiting for charging, the order of waiting for recharging, the scheduled end date and time for charging of EVs currently being charged, the maximum charging time of the parking lot 100, and the number of vehicles that can be charged simultaneously. The identification unit 122 registers (updates) the identified scheduled start / end dates and times for charging in the charging management information holding unit 134.

[0072] The identification unit 122 also refers to the charging management information holding unit 134 to identify the scheduled start / end date and time for temporary charging. The identification unit 122 identifies the scheduled start / end date and time for temporary charging each time charging is completed. For example, the identification unit 122 identifies the scheduled start / end date and time for temporary charging by considering the number of EVs waiting to charge (excluding those waiting to be recharged), the scheduled end date and time for charging of EVs currently being charged, the maximum charging time of the parking lot 100, and the number of vehicles that can be charged simultaneously. For example, the identification unit 122 may simply identify the scheduled start date and time for temporary charging as the end date and time for charging of the last EV in the queue of EVs waiting to charge, or a predetermined buffer time (e.g., 5 minutes) after that. The identification unit 122 registers (updates) the identified scheduled start / end date and time for temporary charging in the usage status holding unit 136.

[0073] In this example, as mentioned above, all of the pallets 32 are charging pallets. However, if only some of the pallets 32 are charging pallets, charging will not occur no matter how long you wait unless you place the vehicle on a charging pallet. Therefore, if there is an empty parking space but no empty charging pallets, the identification unit 122 registers "charging unavailable" in the usage status holding unit 136 for the scheduled start / end date and time of temporary charging.

[0074] The identification unit 122 also refers to the charging management information holding unit 134 to identify the charging congestion status. The identification unit 122 registers (updates) the identified congestion status in the usage status holding unit 136. The identification unit 122 may identify the congestion status, for example, at predetermined intervals, or for example, each time charging is completed, i.e., each time the charging queue changes.

[0075] The identification unit 122 also refers to the parking status retention unit 132 to determine the availability of a parking space. The identification unit 122 registers (updates) the determined availability in the parking status retention unit 132. The identification unit 122 may determine the availability of a parking space, for example, at predetermined intervals, or it may determine it, for example, each time a vehicle enters or leaves the parking lot.

[0076] The supply unit 124 displays information regarding the charging schedule for each EV already parked and waiting to be charged, specifically at least one of the scheduled start date and time of charging and the scheduled end date and time of charging, on the display unit 170 via the display control unit 160. Instead of providing the charging start date and time and the charging end date and time, the information regarding the charging schedule may also provide the time until the charging start date and time and the charging end date and time (i.e., how many hours later it is from that point in time). The information regarding the charging schedule may also include the number of vehicles waiting to be charged, or it may include the number of vehicles waiting to be charged along with the number of vehicles that can be charged simultaneously. The supply unit 124 may also display information regarding the charging schedule for each EV waiting to be recharged on the display unit 170. However, to avoid confusing the user, information regarding the charging schedule for each EV waiting to be recharged does not need to be displayed. The display unit 170 is installed, for example, in the waiting area of ​​the parking lot 100.

[0077] Furthermore, the providing unit 124 displays information regarding the charging schedule in the event that a vehicle enters the parking lot 100 immediately, specifically at least one of the scheduled start date and time for temporary charging and the scheduled end date and time for temporary charging, on the display unit 172 via the display control unit 160. As information regarding the charging schedule, instead of the scheduled start date and time for temporary charging and the scheduled end date and time for temporary charging, the time until the start date and time for temporary charging and the end date and time for temporary charging may be provided. In addition, the information regarding the charging schedule may include the number of vehicles waiting to be charged, or the number of vehicles waiting to be charged and the number of vehicles that can be charged simultaneously may be included. The display unit 172 is installed, for example, in a location that is easily visible to vehicles driving near the parking lot 100 or near the entrance of the parking lot 100.

[0078] The transmission unit 126 transmits the information stored in the usage status retention unit 136 to the server 200. The transmission unit 126 may transmit, for example, each time the scheduled start / end date and time of temporary charging is updated, or it may transmit, for example, at a predetermined interval.

[0079] The notification unit 128 notifies the EV user's mobile terminal 300 when EV charging starts or ends. The notification unit 128 may notify the user via SMS (Short Message Service) or email, for example.

[0080] Figure 7 is a block diagram showing the functions and configuration of server 200. Server 200 comprises a communication unit 210, a control unit 220, and a holding unit 230. The communication unit 210, control unit 220, and holding unit 230 correspond to the communication unit 110, control unit 120, and holding unit 130 in Figure 4, respectively.

[0081] The storage unit 230 includes a parking information storage unit 232. The parking information storage unit 232 stores information about each parking lot 100. Figure 8 shows an example of the data structure of the parking information storage unit 232. The parking information storage unit 232 stores the parking lot name that uniquely identifies the parking lot, the location information of the parking lot, the congestion status of the parking lot, the availability status of the parking lot, and the start / end date and time of temporary charging of the parking lot, in association with each other.

[0082] If parking lot 100 is a parking lot for a commercial or public facility, the parking lot name may be the name of the commercial or public facility. The congestion status, availability status, and the start / end times of temporary charging are information transmitted from each parking lot 100.

[0083] The control unit 220 includes a receiving unit 222 and a providing unit 224. The server 200's holding unit 230 may have a computer program installed that implements the functions of these functional blocks. The server 200's CPU may read this computer program into main memory and execute it, thereby enabling the functions of each functional block of the control unit 220 to be performed.

[0084] The receiving unit 222 receives congestion status, availability status, and temporary charging start / end dates and times transmitted from each parking lot 100. The receiving unit 222 registers the received information with the parking lot information storage unit 232, that is, it updates the parking lot information storage unit 232.

[0085] The provision unit 224 provides the mobile terminal 300 and its user with information regarding the charging schedule if the mobile terminal 300 were to park in one of the surrounding parking lots 100 immediately, specifically the start date and time of temporary charging and the end date and time of temporary charging. More specifically, the provision unit 224 receives a request from the mobile terminal 300 for information on surrounding parking lots. The request includes the current location information of the mobile terminal 300. The provision unit 224 searches the parking lot information storage unit 232 using the current location information of the mobile terminal 300 as a key and identifies parking lots 100 in the vicinity of the mobile terminal 300, for example, within a predetermined distance range (for example, within a radius of 1 km) from the current location of the mobile terminal 300. The provision unit 224 transmits information about the identified parking lots 100, specifically the parking lot name, location information, congestion status, availability status, and temporary charging start / end date and time, to the mobile terminal 300 that sent the request.

[0086] Figure 9 is a block diagram showing the functions and configuration of the mobile terminal 300. The mobile terminal 300 comprises a communication unit 310, a control unit 320, a holding unit 330, a display unit 340, an input unit 350, and a display control unit 360. The communication unit 310, control unit 320, holding unit 330, and display control unit 360 correspond to the communication unit 110, control unit 120, holding unit 130, and display control unit 160 in Figure 4, respectively.

[0087] The display unit 340 may be a liquid crystal display unit or an organic EL display unit. The input unit 350 transmits user instructions to the control unit 320. The input unit 350 may be a touchpad. The display unit 340 and the input unit 350 may be implemented as a touch panel.

[0088] The control unit 320 includes a request unit 332. The holding unit 330 of the mobile terminal 300 may have an application program installed that implements the functions of this function block. The CPU of the mobile terminal 300 may read this application program into main memory and execute it, thereby enabling the functions of each function block of the control unit 320 to be performed.

[0089] The request unit 332 sends a request to the server 200, which is data requesting information about parking lots 100 near the mobile terminal 300. This request includes the current location information of the mobile terminal 300. The request unit 332 can determine the current location of the mobile terminal 300 using a known positioning method. For example, the request unit 332 may determine the current location of the mobile terminal 300 using GPS (Global Positioning System) or WiFi (registered trademark) positioning. The request unit 332 receives the information about parking lots 100 near the mobile terminal 300 from the server 200 in response to the request.

[0090] The request unit 332, via the display control unit 360, displays a surrounding parking information screen containing information about the parking lots 100 around the mobile terminal 300 on the display unit 340.

[0091] Figure 10 shows an example of a nearby parking information screen. In this example, the nearby parking information screen displays information on 100 nearby parking lots, specifically the parking lot name, congestion status, availability, and temporary charging start / end date and time in a list format. This information may be sorted from top to bottom in order of charging start date and time. Note that the nearby parking information screen may display only one of the temporary charging start date and time or temporary charging end date and time.

[0092] Figure 11 shows another example of the nearby parking information screen. In this example, the nearby parking information screen displays the names of the nearby parking lots 100, the start and end dates and times of the temporary charging, and the locations of the nearby parking lots 100 on a map. In this case, the user can decide which parking lot to enter by considering not only the start and end dates and times of the temporary charging, but also the location of the parking lot, for example, whether it is in the direction of approaching or moving away from the next destination.

[0093] The above describes the basic configuration of parking system 1. Next, we will explain its operation.

[0094] Figure 12 is a flowchart illustrating the operation of parking lot 100. The process shown in Figure 12 is executed each time EV charging begins.

[0095] The management unit 121 starts charging the EV parked in the charging parking space 52 (S10). The management unit 121 determines whether the EV's charge rate has reached a predetermined upper limit charge rate (S12). If the EV's charge rate has not reached the predetermined upper limit charge rate (N in S12), it determines whether a predetermined termination condition has been met (S14). If the predetermined termination condition has not been met (N in S14), the management unit 121 waits for a predetermined time and then returns to processing in S102. If the predetermined termination condition is met without the EV's charge rate reaching the predetermined upper limit charge rate (Y in S14), the management unit 121 terminates the charging of that EV (S16). The management unit 121 also terminates the charging of that EV if the EV's charge rate has reached the predetermined upper limit charge rate (Y in S12) (S16). The management unit 121 replaces the EV in the charging parking space 52 (S18). In other words, the management unit 121 moves EVs that have finished charging from the charging parking space 52 to the regular parking space 54, and moves EVs that are "waiting to charge (1)" or "waiting to recharge (1)" from the regular parking space 54 to the charging parking space 52. After that, it will charge any EVs that have been newly placed in the charging parking space 52.

[0096] When charging of an EV begins in S102, the notification unit 128 notifies the driver of that EV that charging has started. The management unit 121 updates the charging status of that EV to "Charging" or "Recharging". The identification unit 122 identifies (updates) the scheduled start / end date and time of charging for each EV waiting to be charged, and the provision unit 124 displays this on the display unit 170 installed in the waiting area. The identification unit 122 identifies the scheduled start / end date and time of temporary charging, and the provision unit 124 displays this on the display unit 172 installed in a location easily visible to vehicles driving near the parking lot 100 or near the entrance of the parking lot 100. The transmission unit 126 transmits information such as the scheduled start / end date and time of temporary charging to the server 200.

[0097] Furthermore, when charging of the EV is completed in S108, the notification unit 128 notifies the EV driver that charging has ended. If charging of the EV is completed due to the fulfillment of the completion condition, the management unit 121 updates the EV's charging status to "waiting for recharging," and if charging of the EV is completed due to reaching the upper limit charge rate, it updates the EV's charging status to "fully charged." This update may also be performed after replacing the EV in S110.

[0098] Figure 13 is a sequence diagram illustrating the operation of the server 200 and the mobile terminal 300. The mobile terminal 300 sends a request to the server 200 for information on nearby parking lots 100 (S130). The server 200 receives the request for information on nearby parking lots 100 from the mobile terminal 300 (S132). The server 200 searches the parking lot information storage unit 232 using the current location information of the mobile terminal 300 included in the request as a key, and identifies parking lots near the mobile terminal 300 (S134). The server 200 sends the information on the identified nearby parking lots to the mobile terminal 300 that sent the request (S136). The mobile terminal 300 displays the information on nearby parking lots sent from the server 200 on its display unit 340 (S138).

[0099] As explained above, according to this embodiment, when a predetermined termination condition is met, specifically when a predetermined charging limit time (for example, 30 minutes) has elapsed, charging of the EV ends, and EVs waiting to be charged or recharged are moved to the charging parking space 52 and charging begins. In other words, to prevent the charging parking space 52 from being occupied by one EV for a long time, the EVs being charged in the charging parking space 52 are rotated each time the charging limit time has elapsed. This allows more EVs to be charged with less of a sense of unfairness. Furthermore, by appropriately setting the charging limit time, for example, by setting it to a time that allows for charging an amount sufficient to cover the average daily driving distance, sufficient charging can be provided to more EVs.

[0100] Furthermore, according to this embodiment, an EV whose charging has ended due to the fulfillment of predetermined termination conditions is placed in a state waiting to be recharged. As a result, EVs that are parked for a long period of time are charged to a relatively high charge level, for example, up to the upper limit charge level. In other words, the EV is fully charged.

[0101] Furthermore, according to this embodiment, when the upper charge level is reached, charging of the vehicle is terminated without waiting for the termination condition to be met. In other words, charging is terminated as soon as it is sufficiently charged. This allows for sufficient charging to be performed on even more EVs. Also, the charge status of EVs whose charging has been terminated due to reaching the upper charge level is set to fully charged and they are excluded from the charging target. In other words, EVs that are sufficiently charged are excluded from the charging target. This allows for charging to be performed on even more EVs.

[0102] Furthermore, according to this embodiment, when a predetermined recharging condition is met for an EV that is already fully charged, the EV is moved to the charging parking space 52 and charging begins, or the EV's charging state is changed to "waiting for recharging." In other words, an EV that was previously in a fully charged state becomes eligible for charging instead of being excluded. Here, depending on the vehicle model and settings, an EV's charge decreases even when parked due to natural discharge and standby power. Therefore, if a fully charged EV is left unattended for a long period of time, it may be insufficiently charged when it is finally driven. In contrast, by charging an EV that is already fully charged when the predetermined recharging condition is met, such a problem can be avoided.

[0103] Furthermore, according to this embodiment, the start and end dates and times of the temporary charging in the parking lot 100 (i.e., information regarding the charging schedule) are displayed on the display units 172 and 304. This allows the user to decide whether or not to park in the parking lot 100, including the start and end dates and times of the temporary charging.

[0104] Furthermore, according to this embodiment, the start and end dates and times of charging in the parking lot 100 are displayed on the display unit 170. This allows the user to know whether or not the parked EV will be charged by the scheduled departure date and time. Alternatively, the user can decide on the departure date and time considering the scheduled charging date and time.

[0105] Furthermore, according to this embodiment, the scheduled start and end times for temporary charging are displayed for the parking lots 100 surrounding the mobile terminal 300. This allows the user to decide which parking lot to park in, taking into account the temporary charging start and end times.

[0106] Furthermore, according to this embodiment, when charging of an EV starts or ends, the user of the EV is notified accordingly. This allows the user to know that charging has started or ended.

[0107] The present invention has been described above based on embodiments. These embodiments are illustrative, and it will be understood by those skilled in the art that various modifications are possible in combinations of these components and processing processes, and that such modifications also fall within the scope of the present invention. Modifications are shown below.

[0108] (Variation 1) In this embodiment, the case where the parking lot 100 is a so-called horizontal, multi-layered circulating mechanical parking lot has been described, but it is not limited to this, and the parking lot 100 may be a mechanical parking lot with other horizontal circulating systems such as a plane reciprocating system, or a mechanical parking lot with a vertical circulating system (elevator system).

[0109] (Modification 2) The technical concept of this embodiment can also be applied to self-propelled parking lots equipped with chargers that can move between parking spaces. In this case, instead of moving EVs that have finished charging to a regular parking space and EVs waiting to be charged (1) or waiting to be recharged (1) to a charging parking space 52, the charger can be moved from the parking space of an EV that has finished charging to the parking space of an EV waiting to be charged (1) or waiting to be recharged (1).

[0110] The technical concept of the embodiment is a parking lot equipped with a charger, which may also be a parking lot where an automated guided vehicle (AGV) or other automated guided vehicle moves the vehicles. In this case, if the charger is movable between parking spaces, it can be moved from the parking space of an EV that has finished charging to the parking space of an EV that is "waiting to charge (1)" or "waiting to recharge (1)," similar to the case of the self-propelled parking lot described above. Alternatively, if the charger is installed in a predetermined parking space and cannot be moved between parking spaces, the automated guided vehicle can move the EV that has finished charging to a normal parking space and the EV that is "waiting to charge (1)" or "waiting to recharge (1)" to the charging parking space 52.

[0111] (Variation 3) In this embodiment, the termination condition was described as "the predetermined maximum charging time has elapsed," but the termination condition is not limited to this. For example, the termination condition may be "a predetermined maximum amount of energy has been charged." The predetermined maximum amount of energy is, for example, 25 kWh. The maximum amount of energy may be changed by an attendant or manager of the parking lot 100, for example, by operating the control panel 28. Even before the termination condition is met, if the predetermined maximum amount of energy is reached, charging may be terminated immediately, for example, without waiting for the termination condition to be met.

[0112] Furthermore, the termination condition may include multiple conditions. In this case, the management unit 121 may determine that the termination condition is met when a predetermined number of the multiple conditions, for example, one, two, ..., or all of the conditions are met. For example, the termination condition may include two conditions: (Condition 1) a predetermined maximum charging time has elapsed, and (Condition 2) a predetermined maximum amount of power has been charged. The management unit 121 may then determine that the termination condition is met when either Condition 1 or Condition 2 is met, or when both Condition 1 and Condition 2 are met.

[0113] (Modification 4) Although not specifically mentioned in the embodiments and the modifications described above, the parking lot 100 may be equipped with both a charging system including a fast charger and a charging system including a standard charger. In this case, the management unit 121 may control the system so that, for each EV parked, the first charge is performed using the charging system including the fast charger, and subsequent charges are performed using the charging system including the standard charger.

[0114] (Variation 5) Although not specifically mentioned in the embodiments and the above-described modifications, the condition values ​​in the termination conditions may be automatically changed according to the circumstances of the parking lot 100.

[0115] This section describes the case where the termination condition is "the predetermined maximum charging time has elapsed." In this case, the "maximum charging time," which is the condition value in the termination condition "the predetermined maximum charging time has elapsed," is changed according to the situation regarding the parking lot 100. For example, the management unit 121 may change the maximum charging time according to the congestion or availability status identified by the identification unit 122. Specifically, the more congested the parking lot, the shorter the maximum charging time may be. For example, it may be 10 minutes when it is "very congested," 15 minutes when it is "congested," 20 minutes when it is "somewhat congested," and 30 minutes when it is "not congested." Alternatively, the maximum charging time may be changed according to the time of day. Specifically, the maximum charging time may be shortened during times when congestion is expected, and lengthened during times when it is not. Alternatively, the maximum charging time may be changed according to the day of the week. Specifically, the maximum charging time may be shortened on days when congestion is expected (e.g., Saturdays, Sundays, and public holidays), and lengthened on days when it is not (e.g., weekdays). Alternatively, the maximum charging time may be changed according to the season, or in other words, according to the average or minimum temperature around the parking lot 100. For example, the maximum charging time may be shortened during winter, when power consumption is high, i.e., when temperatures are low, and extended during other times of the year. Alternatively, the maximum power output may be changed according to the number of vehicles waiting to charge. For example, the maximum charging time may be shortened when the number of vehicles waiting to charge exceeds a predetermined number, and extended when the number is less than the predetermined number.

[0116] This section describes the case where the termination condition is "a predetermined maximum amount of power has been charged." In this case, the "maximum power amount," which is the condition value in the termination condition "a predetermined maximum amount of power has been charged," is changed according to the situation regarding the parking lot 100. For example, the management unit 121 may change the maximum power amount according to the congestion or availability status identified by the identification unit 122. Specifically, the more congested it is, the lower the maximum power amount may be. For example, it may be (B) when it is "very congested," (C) when it is "congested," (D) when it is "somewhat congested," and (E) when it is "not congested." Alternatively, the maximum power amount may be changed according to the time of day. Specifically, the maximum power amount may be lowered during times when congestion is expected, and higher during times when it is not. Alternatively, the maximum power amount may be changed according to the day of the week. Specifically, the maximum power amount may be lowered on days when congestion is expected (e.g., Saturdays, Sundays, and public holidays), and higher on days when it is not (e.g., weekdays). Furthermore, for example, the maximum power output may be changed according to the season, or in other words, the average or minimum temperature around parking lot 100. For example, the maximum power output may be reduced during winter, when power consumption is high, i.e., when temperatures are low, and increased during other times of the year. Also, for example, the maximum power output may be changed according to the number of vehicles waiting to charge. For example, the maximum power output may be reduced when the number of vehicles waiting to charge is greater than or equal to a predetermined number, and increased when the number is less than a predetermined number.

[0117] (Experimental variation 6) Although not specifically mentioned in the embodiments and the above-described modifications, the condition value in the recharging conditions may be automatically changed according to the circumstances of the parking lot 100. For example, if the recharging condition is "a predetermined period has elapsed since the battery was fully charged," the condition value of "a predetermined period" in the recharging conditions may be changed according to the season. Specifically, for example, the predetermined period may be shortened during the winter when power consumption is high, i.e., when temperatures are low, and lengthened during other periods.

[0118] (Example 7) Although not specifically mentioned in the embodiment, if the termination condition is "a predetermined maximum charging time has elapsed," the maximum charging rate may be changed according to the circumstances of the parking lot 100. For example, the maximum charging rate during peak hours (e.g., 8:00 to 22:00) may be lower than the maximum charging rate during peak hours (nighttime). In this case, it is expected that electricity costs can be saved. When changing the maximum charging rate, the condition value of the recharging condition may be changed accordingly. Specifically, for example, if the recharging condition is "the charging rate has fallen below a predetermined rate" or "the remaining capacity has fallen below a predetermined amount," the condition value of the recharging condition during peak hours may be lower than the condition value of the recharging condition during peak hours.

[0119] Furthermore, if the termination condition is "a predetermined maximum amount of power has been charged," the maximum remaining capacity may be changed according to the circumstances of the parking lot 100. For example, the maximum remaining capacity during peak hours may be lower than the maximum remaining capacity during peak hours. In this case as well, it is expected that electricity costs can be saved. When changing the maximum remaining capacity, the condition value of the recharging condition may be changed accordingly. Specifically, for example, if the recharging condition is "the charging rate has fallen below a predetermined rate" or "the remaining capacity has fallen below a predetermined amount," the condition value of the recharging condition during peak hours may be lower than the condition value of the recharging condition during peak hours.

[0120] (Variation 8) Although not specifically mentioned in the embodiments, the condition values ​​in the termination conditions may be determined according to, for example, at least one of the EV's full charge capacity and the EV's charging performance (e.g., the corresponding output (kW)). In other words, the condition values ​​in the termination conditions may differ for each EV model.

[0121] It is expected that EVs with larger full charge capacities will require more remaining capacity. Therefore, for example, EVs with larger full charge capacities may have longer charging time limits or higher power limits at the end of the charging cycle.

[0122] EVs with higher charging performance are expected to be able to charge more power in a shorter amount of time. Therefore, for example, the upper limit time for charging in the termination condition may be shortened for EVs with higher charging performance.

[0123] Alternatively, the condition values ​​in the termination conditions may be determined based on the past entry and exit history of EVs, particularly contracted EVs. For example, if parking lot 100 is a parking lot exclusively for contracted vehicles, information regarding past parking times for each vehicle ID may be stored in the holding unit 130 of the control device 30. Based on the information regarding past parking times for each vehicle ID, the average parking time for each vehicle ID may be identified. For EVs with shorter identified average parking times, the maximum charging time in the termination conditions may be increased, or the maximum power amount in the termination conditions may be increased. This is because EVs with longer average parking times are more likely to be charged two or more times in a single parking session. The information regarding past parking times may be, for example, past parking times, or for example, the entry and exit times in past parking sessions.

[0124] (Extreme variation 9) The embodiment described a case where EVs that have been waiting to be charged earlier are charged sooner, but it is not limited to this. For example, the order of waiting to be charged may be determined by considering the charge rate of each EV, for example, charging may be done in order from the EV with the lowest charge rate. Alternatively, the order of waiting to be charged may be determined by considering the remaining capacity, for example, charging may be done in order from the EV with the lowest remaining capacity. In this case, charging of EVs waiting to be charged may be prioritized over charging of EVs waiting to be recharged, or there may be no distinction between EVs waiting to be charged and those waiting to be recharged. Alternatively, the order of waiting to be charged may be determined by considering the scheduled departure date and time, for example, charging may be done in order from the EV with the earliest scheduled departure date and time. In this case, the scheduled departure date and time can be entered when the vehicle is brought in.

[0125] (Variation 10) The start and end dates and times for charging at each parking lot, as displayed on the mobile terminal 300, may be times that take into account the travel time to each parking lot.

[0126] In this case, the server 200 may rewrite the temporary charging start / end date and time (i.e., charging schedule) for the nearby parking lots, which are identified based on the current location information of the mobile terminal 300 included in the request, to a time that takes into account the travel time from the mobile terminal 300's location, and then transmit it to the mobile terminal 300. For example, the server 200 may determine the travel time to each parking lot 100 by determining the distance (straight-line distance or road distance) from the mobile terminal 300 to each parking lot based on the current location information of the mobile terminal 300 and the location information of each parking lot. Alternatively, the mobile terminal 300 may determine the travel time to each parking lot 100, rewrite the temporary charging start / end date and time taking that into account, and then display it on the display unit 340.

[0127] (Variation 11) The server 200 may perform at least some of the functions of the control device 30 of the parking lot 100. For example, the server 200 may perform the process of determining the start / end date and time of temporary charging. Alternatively, the server 200 may perform at least one of the processes of determining congestion status and availability status.

[0128] Any combination of the embodiments and modifications described above is also useful as an embodiment of the present invention. The new embodiments resulting from these combinations possess the effects of both the combined embodiments and modifications. [Explanation of Symbols]

[0129] 1 parking system, 30 control devices, 42 chargers, 100 parking spaces.

Claims

1. A mechanical parking system that allows vehicles to be charged while parked, Multiple pallets on which the vehicle is loaded, A plurality of parking spaces, each accommodating the aforementioned pallet, including a plurality of parking spaces that include charging parking spaces where chargers are installed and non-charging parking spaces where chargers are not installed. A transport device for moving the pallet between the aforementioned parking spaces, A control device that controls the charging of the vehicle by the charger and the operation of the transport device, Equipped with, The control device is The system charges the vehicle parked in the charging parking space, terminates the charging of the vehicle when the predetermined termination conditions are met, moves the vehicle to the non-charging parking space using the transport device, moves another vehicle waiting to be charged to the charging parking space and starts its charging. A mechanical parking system that, upon completion of vehicle charging due to the fulfillment of the aforementioned predetermined termination conditions, puts the vehicle into a state of waiting to recharge.

2. The mechanical parking system according to claim 1, wherein the predetermined termination condition includes the elapsed time of a predetermined charging period.

3. The mechanical parking system according to claim 1, wherein the predetermined termination condition includes that a predetermined amount of electricity has been charged.

4. The mechanical parking system according to any one of claims 1 to 3, wherein the control device determines the predetermined termination conditions according to at least one of the vehicle's full charge capacity and charging performance.

5. The control device changes the predetermined termination conditions according to any one of claims 1 to 4.

6. The mechanical parking system according to any one of claims 1 to 5, wherein the control device terminates charging of the vehicle without waiting for the predetermined termination condition to be met when a predetermined charge rate or predetermined remaining capacity is reached.

7. The mechanical parking system according to claim 6, wherein the control device, when it has finished charging the vehicle due to reaching a predetermined charge rate or a predetermined remaining capacity, puts the vehicle into a fully charged state.

8. The mechanical parking system according to claim 7, wherein the control device puts a vehicle into a waiting state for recharging when predetermined recharging conditions are met for a vehicle that is already charged.

9. The mechanical parking system according to claim 8, wherein the recharging conditions are any of the following: a predetermined period of time has elapsed since the system was fully charged; the charge rate has fallen below a predetermined rate; or the remaining capacity has fallen below a predetermined amount.

10. A program to be executed by a control device for a mechanical parking garage that can charge a vehicle while parked, The mechanical parking system comprises a plurality of pallets on which vehicles are mounted, a plurality of parking spaces, each accommodating a pallet, including charging parking spaces where chargers are installed and non-charging parking spaces where chargers are not installed, and a transport device for moving the pallets between the parking spaces. This program enables the control device to implement the functions of charging the vehicle by the charger and controlling the operation of the transport device. The control function described above is The vehicle parked in the charging parking space is charged, and when the predetermined termination conditions are met, the charging of the vehicle is terminated, and the transport device moves another vehicle waiting to be charged to the charging parking space and starts charging it. A computer program that, upon completion of vehicle charging due to the fulfillment of the predetermined termination conditions, puts the vehicle into a state of waiting to recharge.

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