JP7730205B2 - Parking lot management system and program - Google Patents

Description

The present invention relates to technology for managing multiple parking lots using the information processing terminal of a user who selects one of the multiple parking lots to use.

Parking lots with multiple parking spaces (or "car compartments") for vehicles are already widespread. These types of parking lots can be classified based on the method used to transport the vehicle to the target parking space: those in which the user drives the vehicle to the target parking space, and those in which the vehicle is transported to the target parking space mechanically by mechanically moving a pallet or cage.

Furthermore, parking spaces may be rented to users free of charge or for a fee. Paid parking spaces can be classified based on the length of time the space is rented to users, into monthly parking spaces and hourly parking spaces (including daily parking spaces).

Hourly parking lots can be classified by their management method into manned types, where a person is permanently on-site to manage and monitor the lot, and unmanned types, where such a person is not permanently on-site and is dispatched to the lot sporadically.

Also, hourly parking lots can be classified based on the payment method for parking fees: prepaid parking, where the user pays a parking fee corresponding to the length of the planned parking time when entering the lot, and deferred payment, where the user pays a parking fee corresponding to the length of the actual parking time when leaving the lot.

Several prior art documents were found that disclose some of the types of parking lots described above.

Patent Document 1 discloses technology that uses a vehicle's onboard GPS, computer, and communications device to completely automate parking lot entry and exit processes, without installing dedicated equipment within the parking lot and without requiring users to operate their own mobile devices or on-site equipment.

Specifically, Patent Document 1 discloses a technology that measures the current location of a vehicle using a GPS-based positioning function installed in the vehicle the user is riding in, rather than in the user's communication device, and when the vehicle's location transitions from not matching any parking lot location to matching one, automatically detects the user's entry into that parking lot, while automatically detects the user's exit from that parking lot when the vehicle's subsequent location transitions from matching the parking lot location to not matching the parking lot location.

Patent Document 2 also discloses technology that uses a GPS and acceleration sensor installed in the user's mobile device to acquire user location information and behavior information, without installing dedicated equipment within the parking lot, and without requiring the user to operate their own mobile device or any on-site equipment. This information is then used to detect the user's entry and exit from the parking lot where the user is currently located, enabling fully automated parking lot entry and exit processes.

Specifically, Patent Document 2 discloses a parking lot management system that manages multiple parking lots, and includes a reception means for receiving reservations for each parking lot from users, and a determination means for determining which parking lot a user will actually use based on location information of the information communication terminal carried by the user and behavioral information of the user received from the information communication terminal, and for determining when the user will start and end use of the parking lot.

More specifically, Patent Document 2 discloses a technology that uses the acceleration sensor to determine whether the user is walking or in a vehicle, and determines that the user has entered a parking lot when the user transitions from entering a parking lot to walking; and determines that the user has left a parking lot when the user transitions from walking in a parking lot to leaving the parking lot.

Japanese Patent Application Laid-Open No. 2001-202542 JP 2013-256380 A JP 2010-250734 A

The technology described in Patent Document 1 theoretically makes it possible to fully automate parking lot entry and exit processes. However, in order to adopt the technology described in Patent Document 1, the vehicle must be equipped with a positioning device (positioning function) such as GPS, a computer (signal processing function), and a communications device (communications function) for communicating with an external server. In other words, the vehicle must be highly functional (e.g., intelligent).

In contrast, the technology described in Patent Document 2 uses the user's mobile terminal equipped with signal processing, communication, positioning, and behavior detection functions instead of installing special equipment in the vehicle. With the widespread use of mobile terminals equipped with such functions, the technology described in Patent Document 2 makes it possible to fully automate parking lot entry and exit processes without requiring the vehicle to have high functionality (for example, intelligence).

However, the technology described in Patent Document 1 only focuses on the relationship between the mobile device's location information and the parking lot's location information, and attempts to identify the parking lot where the user entered, which poses a practical problem in that the system is likely to malfunction.

Furthermore, the technology described in Patent Document 2 attempts to identify the parking lot where the user entered by focusing on user behavior information in addition to mobile device location information. However, despite limitations in the positioning accuracy of mobile devices, the user behavior information being focused on is not specific to the parking lot, so there is still a practical problem of a high probability of the system malfunctioning.

Furthermore, neither Patent Document 1 nor Patent Document 2 discloses focusing on the unique behavior of a vehicle as it drives through a parking lot in order to identify the parking lot into which the user entered.

By the way, a prepaid hourly parking system is already known as a parking lot management model. In this management model, during the entry stage when a user enters a parking lot to park their vehicle, the user is granted permission to use the parking lot on the condition that they specify the valid parking time, in hours, during which they wish to park in the parking lot, and pay in advance the parking fee equivalent to the length of that valid parking time.

Patent Document 3 describes a conventional example of a prepaid parking lot. This parking lot is equipped with a fee settlement device that allows users to prepay parking fees, and a dedicated device called an exit gate management device that opens the exit gate and allows users to exit the parking lot, provided that it is confirmed at the time of exit that the correct parking fee has been paid at the time of entry.

When entering the parking lot, users of this parking lot estimate the length of time they will need to park their vehicle continuously there as their effective parking time, and pay a parking fee commensurate with the length of that effective parking time.

Furthermore, users of this parking lot can enter and exit the parking lot as many times as they like, i.e., re-enter, as long as the valid parking time is within the limit.

When operating a parking lot, regardless of whether it is operated as a prepaid hourly parking system or not, measuring or estimating the parking lot's operating status, i.e., availability, in real time and informing other potential users is advantageous to the parking lot manager or land owner as it contributes to improving the parking lot's utilization rate and increasing revenue, and is also advantageous to users as it makes it easier for users to find parking when and where they need it, since available parking spaces can be provided to nearby users in a timely manner.

While it is desirable for such parking information to be highly accurate, there may be uncertainties among the multiple factors that need to be considered to measure or estimate parking availability.

For example, as mentioned above, a user of the prepaid parking lot described in Patent Document 3 can enter and exit the parking lot any number of times, i.e., re-enter, within the valid parking time. In this case, the user may or may not actually re-enter the parking lot.

In this case, if the parking lot manager estimates the parking lot's availability based on the assumption that there is a 0% chance that a user will re-enter the parking lot, there may be no available parking spaces when the user actually tries to re-enter, which could be inconvenient for the user. On the other hand, if the parking lot manager estimates the parking lot's availability based on the assumption that there is a 100% chance that a user will re-enter the parking lot, there is a risk that the parking lot's utilization rate will decrease if the user does not actually re-enter.

In this way, when a prepaid parking lot is operated in a manner that allows re-entry within the valid parking time, the accuracy of estimating parking space availability will vary depending on how the parking lot manager handles the uncertain factor of the probability that a user will actually re-enter the parking lot, affecting both the parking lot's occupancy rate and user convenience.

Therefore, when operating a prepaid parking lot that allows re-entry within the valid parking time, it is desirable to provide parking lot guidance that improves both the parking lot's utilization rate and user convenience.

Furthermore, when constructing the prepaid parking lot described in Patent Document 3, it is necessary to install a fee settlement device that allows users to prepay parking fees, and an exit gate device that monitors the time when users exit the parking lot and confirms whether the valid parking time has expired. Therefore, constructing this type of parking lot requires a large capital investment.

In response to this, it would be desirable to limit the installation or use of dedicated equipment for each parking space, while referring to information (such as information that can infer user behavior) that can be obtained from the user's information processing terminal (e.g., a mobile terminal), to comprehensively estimate the parking space availability by focusing on multiple users individually rather than on multiple spaces individually, and to provide parking space guidance that notifies other potential users of the results in advance.

Based on the above findings, the present invention relates to technology for managing multiple parking lots using the information processing terminal of a user who selects one of the multiple parking lots to use, and in particular, aims to provide technology that makes it possible to reduce the need to install dedicated equipment in parking lots.

In order to solve the problem, according to a first aspect of the present invention, there is provided a parking lot management system that manages a plurality of parking lots, each having a plurality of parking spaces, not by parking space but by vehicle, comprising:
a parking lot information output unit that is installed in each parking lot and outputs parking lot information for identifying the parking lot for each parking lot, not for each vehicle compartment within the parking lot;
a server capable of communicating with the information processing terminals of users of each parking lot, which receives signals that do not individually identify parking spaces from a plurality of information processing terminals of a plurality of users who use the same parking lot;
a program installed on the information processing terminal, which, when activated by the information processing terminal, inputs the parking lot information from the parking lot information output unit and transmits the input parking lot information to the server;
Including,
The server
a parking entry processing unit that, when the user enters a parking lot with his or her vehicle, receives from the information processing terminal parking lot information at the time of entry for specifying the parking lot where the entry will be made, and further receives from the information processing terminal vehicle information including the license plate number of the vehicle to be entered as parking entry vehicle information, and registers in a memory a combination of the received parking lot information at the time of entry and the received vehicle information at the time of entry;
a parking lot exit processing unit that, when the user exits a parking lot with his/her vehicle from the information processing terminal, receives parking lot information for specifying the parking lot from which the vehicle will be exited as parking lot exit information, and further receives vehicle information including the license plate number of the vehicle from which the vehicle will be exited as vehicle exit information, and when a combination of parking lot entry information and vehicle entry information that is the same as the combination of parking lot entry information and vehicle exit information that is received exists in the memory, and a request related to payment of a parking fee is input by the user to the information processing terminal, and the input request is received, transmits parking fee data to the information processing terminal that represents the parking fee for the combination of the parking lot corresponding to the parking lot entry information and the vehicle corresponding to the vehicle exit information that is received;
A parking lot management system including:
According to a second aspect of the present invention, there is provided a parking lot management system that manages each parking lot using an information processing terminal of a user who selects and uses one of a plurality of parking lots, comprising:
a parking lot information output unit that is installed in each parking lot and outputs parking lot information for identifying the parking lot;
a server capable of communicating with the information processing terminals of users of each parking lot;
a program installed on the information processing terminal, which, when activated by the information processing terminal, inputs the parking lot information from the parking lot information output unit and transmits the input parking lot information to the server;
Including,
The server
a parking entry processing unit that, when the user enters a parking lot with his/her vehicle, receives from the information processing terminal parking lot information for identifying the parking lot where the user will enter, identifies the parking lot using the received parking lot information, receives from the information processing terminal vehicle information for identifying the vehicle into which the user will enter, identifies the user's vehicle using the received vehicle information, and registers the combination of the identified parking lot and vehicle in memory;
a parking exit processing unit that, when the user exits a parking lot with his/her vehicle from a parking lot, and the same combination of the parking lot from which the user exits and the vehicle from which the user exits exists in the memory, and a request related to payment of a parking fee is input by the user to the information processing terminal, and the input request is received, transmits parking fee data representing the parking fee for the combination of the parking lot and the vehicle to the information processing terminal;
a vacancy information transmitting unit that receives, from a plurality of information processing terminals of a plurality of users who use the same parking lot, signals that reflect individual actions of the plurality of users with respect to the parking lot, including entry and exit, but do not specify individual parking spaces, and transmits vacancy information indicating whether or not there are parking spaces available in the parking lot to each information processing terminal based on the received signals;
A parking lot management system including:

The present invention provides the following aspects. Each aspect is divided into paragraphs, each numbered, and described in a format that cites the numbers of other paragraphs as necessary. This is to facilitate understanding of some of the technical features and combinations thereof that may be employed by the present invention, and should not be construed as limiting the technical features and combinations thereof that may be employed by the present invention to the following aspects. In other words, it should be understood that technical features that are not described in the following aspects but are described in this specification may be appropriately extracted and employed as technical features of the present invention.

Furthermore, describing each paragraph in a format that references the number of another paragraph does not necessarily mean that the technical features described in each paragraph cannot be separated and made independent from the technical features described in other paragraphs, and it should be interpreted that the technical features described in each paragraph can be made independent as appropriate depending on their nature.

(1) A method for managing a plurality of parking lots using an information processing terminal of a user who selects and uses one of the parking lots, the method comprising:
a step in which the information processing terminal acquires a current position of the vehicle using a position acquisition unit of the information processing terminal while the user is riding in the vehicle together with the information processing terminal;
a step in which the information processing terminal acquires dynamic behavior of the vehicle using a dynamic behavior acquisition unit of the information processing terminal while the vehicle is in the riding state, and determines, based on the acquired results, whether or not the vehicle exhibits a unique dynamic behavior that does not appear when the vehicle is traveling on a normal road but appears when the vehicle is traveling in an arbitrary parking lot;
and a parking lot identification process in which the information processing terminal identifies one of the plurality of parking lots that corresponds to the current position of the vehicle as the parking lot selected by the user, on condition that it is determined that the vehicle exhibits the unique dynamic behavior.

(2) A method for managing a plurality of parking lots using an information processing terminal of a user who selects and uses one of the plurality of parking lots, the method comprising:
a position acquisition step of acquiring a current position of the vehicle by using a position acquisition unit of the information processing terminal while the user is riding in the vehicle together with the information processing terminal;
a high-frequency turning state determination step in which the information processing terminal determines, in the riding state, whether or not there is a possibility that the vehicle is in a high-frequency turning state in which the vehicle is turning more frequently than when the vehicle is traveling on a normal road, based on the state quantity of the rotational motion of the vehicle acquired using the rotational motion state quantity acquisition unit of the information processing terminal;
and a parking lot identification step of the information processing terminal identifying one of the plurality of parking lots that corresponds to the current position of the vehicle as the parking lot selected by the user, on condition that the information processing terminal determines that the vehicle may be in the high-frequency turning state.

(3) Furthermore,
a vehicle interior installation state determination step of determining whether or not the information processing terminal is not carried by a user and is in an interior installation state in which the information processing terminal is fixedly installed in a passenger compartment of the vehicle, by using a proximity sensor of the information processing terminal in the vehicle interior installation state,
The parking lot identification process, when it is determined that the vehicle may be in the high-frequency turning state and the information processing terminal may be in the vehicle-mounted state, identifies one of the plurality of parking lots that corresponds to the current location of the vehicle as the parking lot selected by the user, is a parking lot management method described in (1) or (2).

(4) A method for managing a plurality of parking lots using an information processing terminal of a user who selects and uses one of the plurality of parking lots, the method comprising:
a position acquisition step of acquiring a current position of the vehicle by using a position acquisition unit of the information processing terminal while the user is riding in the vehicle together with the information processing terminal;
a high-frequency acceleration/deceleration state determination step in which the information processing terminal determines whether or not there is a possibility that the vehicle is in a high-frequency acceleration/deceleration state in which the vehicle accelerates and decelerates more frequently than when the vehicle is traveling on a normal road, based on the acceleration and/or vibration state of the vehicle acquired using an acceleration acquisition unit and/or a vibration acquisition unit of the information processing terminal while the vehicle is in the riding state;
and a parking lot identification process in which, on condition that the information processing terminal determines that the vehicle may be in the high-frequency acceleration/deceleration state, one of the plurality of parking lots that corresponds to the current position of the vehicle is identified as the parking lot selected by the user.

(5) Furthermore,
a vehicle interior installation state determination step of determining whether or not the information processing terminal is not carried by a user and is in an interior installation state in which the information processing terminal is fixedly installed in a passenger compartment of the vehicle, by using a proximity sensor of the information processing terminal in the vehicle interior installation state,
The parking lot identification process identifies one of the multiple parking lots that corresponds to the current location of the vehicle as the parking lot selected by the user, on the condition that it is determined that the vehicle may be in the high-frequency acceleration/deceleration state and that the information processing terminal may be in the vehicle interior state.

(6) A method for managing a plurality of parking lots using a portable information processing terminal of a user who selects and uses one of the plurality of parking lots, the method comprising:
an entry determination step in which, in a parking entry stage in which the user enters the vehicle into one of the parking lots, the information processing terminal determines whether the current position of the vehicle acquired by the position acquisition unit of the portable information terminal has transitioned from a state in which the vehicle is outside all of the spatial areas corresponding to the lots of the plurality of parking lots to a state in which the vehicle is within any of the spatial areas corresponding to the lots of any of the parking lots, while the user is in a riding state in the vehicle together with the information processing terminal; and
a high-frequency turning state determination step in which the information processing terminal determines whether or not there is a possibility that the vehicle is in a high-frequency turning state in which the vehicle is turning more frequently than when the vehicle is traveling on a normal road, based on the rotational motion state quantity of the vehicle acquired using the rotational motion state quantity acquisition unit of the information processing terminal in the storage stage while the vehicle is in the riding state;
and an entrance parking lot identification process in which, when multiple conditions including a condition that the current position of the vehicle has entered any spatial area corresponding to any parking lot and a condition that the vehicle is likely to be in the high-frequency turning state are all simultaneously satisfied during the entry stage, the information processing terminal identifies one of the parking lots as the parking lot into which the user entered the vehicle.

(7) Instead of or in addition to the high-frequency turning state determination step,
a high-frequency acceleration/deceleration state determination step in which the information processing terminal determines, in the storage stage and in the on-board state, whether or not there is a possibility that the vehicle is in a high-frequency acceleration/deceleration state in which the vehicle accelerates and decelerates more frequently than when the vehicle is traveling on a normal road, based on low-frequency components of the acceleration of the vehicle acquired using an acceleration acquisition unit of the information processing terminal;
The parking lot management method according to claim 6, wherein the plurality of conditions includes a condition that the vehicle may be in the high frequency acceleration/deceleration state.

(8) Furthermore,
and an in-vehicle installation state determination step in which the information processing terminal, in the in-vehicle state, determines, by using a proximity sensor of the information processing terminal, whether or not there is a possibility that the information processing terminal is not carried by the user and is in an in-vehicle installation state in which the information processing terminal is fixedly installed inside the vehicle during the in-vehicle state,
The parking lot management method according to (6) or (7), wherein the plurality of conditions further includes a condition that the information processing terminal may be placed inside the vehicle.

(9) Furthermore,
a step in which the information processing terminal determines whether or not the information processing terminal is fixedly held within the vehicle by using a proximity sensor of the information processing terminal in the riding state;
The parking lot identification process identifies one of the multiple parking lots that corresponds to the current location of the vehicle as the parking lot selected by the user, provided that the vehicle is determined to exhibit the unique dynamic behavior and the information processing terminal is determined to be fixedly held within the vehicle.This is a parking lot management method described in (1).

(11) A method for managing a parking lot using an information processing terminal of each user who uses a prepaid hourly parking lot and a management server, comprising:
a first transmission step in which the information processing terminal transmits to the management server, at a stage in which the user enters the parking lot, an available parking time desired by the user for the parking lot in association with the user;
a second transmission step in which the information processing terminal determines whether the user has exited the parking lot while still in the vehicle, during the user's exit stage from the parking lot, and transmits boarding/exiting determination data representing the result to the management server in association with the user, and determines whether the user has performed an exit operation on the information processing terminal as an indication of their intention to exit the parking lot, and transmits exit operation determination data representing the result to the management server in association with the user;
a management table creation and update process in which the management server classifies the user's behavior in the parking lot into one of a plurality of predetermined types in real time for each user based on the valid parking time, entry/exit discrimination data, and exit operation discrimination data received from the information processing terminal, and the entry time, and creates and updates a management table having a data structure that allows access to data representing the user's behavior pattern in the parking lot for each user in accordance with the classification, so that the user's behavior pattern is reflected as time-series time-related information;
The plurality of types include a regular exit that is established because the user's exit with the vehicle in the vehicle is performed with the exit operation before the expiration of the valid parking time, and a temporary exit that is established because the user's exit with the vehicle in the vehicle is performed without the exit operation before the expiration of the valid parking time,
In the parking lot management method, when the temporary exit is established, the user is granted the right to re-enter the same parking lot as long as the valid parking time has not expired.

(12) The management table creating and updating step
a) In the storage stage, when the user stores the product, a storage completion flag is set to ON;
b) In the delivery stage, when the regular delivery is established, a regular delivery flag is turned ON;
c) In the delivery stage, if the temporary delivery is established, a temporary delivery flag is turned ON;
d) When the re-entry authority is granted to the user at the exit stage, the management table is created and updated so that at least one of the following is achieved: a) When the re-entry authority is granted to the user at the exit stage, the re-entry permission flag is set to ON;

(13) A method for managing a parking lot using an information processing terminal of each user who uses a prepaid hourly parking lot and a management server, comprising:
a first transmission step in which the information processing terminal transmits to the management server, at a stage in which the user enters the parking lot, an available parking time desired by the user for the parking lot in association with the user;
a second transmission step in which the information processing terminal determines whether the user has exited the parking lot while still in the vehicle, during the user's exit stage from the parking lot, and transmits boarding/exiting determination data representing the result to the management server in association with the user, and determines whether the user has performed an exit operation on the information processing terminal as an indication of their intention to exit the parking lot, and transmits exit operation determination data representing the result to the management server in association with the user;
and a vacancy determination step in which the management server predicts whether the parking lot will be in a full state where there are no vacant spaces in the parking lot, an empty state where there are vacant spaces, or a congested state where there is a possibility that the parking lot will actually be full or empty, by focusing on the individual chronological behavior patterns of multiple users of the parking lot rather than on the individual vacant spaces of multiple spaces in the parking lot, based on the valid parking time, entry/exit discrimination data, and exit operation discrimination data received from the information processing terminal, and the entry time.

(14) The user is granted the authority to re-enter the same parking lot as long as the valid parking time has not expired when the user exits the parking lot with the vehicle in the vehicle during the exit stage. However, if the user performs the exit operation on the information processing terminal when exiting the parking lot with the vehicle in the vehicle during the exit stage, the authority to re-enter the parking lot is lost.
The parking lot management method described in paragraph (13) in which the vacancy determination process determines the final determination result by comparing the result of the vacancy determination made in anticipation of the occurrence of the re-entry in the future with the result of the vacancy determination made without anticipating the occurrence of the re-entry in the future.

(15) The parking lot management method described in paragraph (14) is characterized in that, if the vacancy determination step is performed in anticipation of future re-entry, the determination result will be the full state, but if the vacancy determination is performed without anticipating future re-entry, the determination result will be the empty state. In this case, the final determination result is determined to be the congested state.

(16) The vacancy determination step executes each determination cycle at a predetermined time interval, and in each determination cycle,
X1: the number of valid parking cases, which is the number of users whose valid parking time has not expired during each determination cycle;
X2: The number of confirmed exits, which is the number of users whose valid parking time has not expired during each judgment cycle and whose exit with the user in the vehicle is accompanied by the exit operation, thereby completing a regular exit; and
X3: A parking lot management method described in any one of clauses (13) to (5), which includes a first calculation step of calculating the number of uncertain exits, which is the number of users who, during each judgment cycle, have been granted the authority to re-enter the same parking lot because the valid parking time has not expired and the user has left the parking lot with the vehicle in the vehicle without performing the exit operation, resulting in a temporary exit.

(17) The vacancy determination step
A parking lot management method according to (16), which includes a second calculation step of calculating the maximum number of parking spaces Y1 immediately after each determination cycle as (X1-X2) by taking into account the expected number of re-entries in the future, and calculating the minimum number of parking spaces Y2 immediately after each determination cycle as (X1-(X2+X3)) without taking into account the expected number of re-entries in the future.

(18) The vacancy determination step
In each determination cycle, when the operation status of the parking lot is determined to be full or empty based on the maximum number of parking spaces Y1, the determination result is full. However, when the operation status of the parking lot is determined to be full or empty based on the minimum number of parking spaces Y2, the determination result is empty. In this case, the parking lot management method includes a step of determining the final determination result as congested.

(19) The vacancy determination step includes:
A parking lot management method as described in (17) or (18), which includes a step of, in each judgment cycle, if the judgment result in the previous judgment cycle was full or congested, disregarding this fact, and if the judgment result is vacant when the operation status of the parking lot is judged to be full or vacant based on the minimum number of parking spaces Y2, determining the final judgment result to be congested.

(31) A method for centrally managing a plurality of parking lots by a management server through communication with a plurality of mobile terminals of a plurality of users, comprising:
a storage processing step in which the mobile terminal and the management server support a storage processing for a vehicle of any user to enter any parking lot;
a parking lot exit processing step in which the mobile terminal and the management server support a parking lot exit process for the vehicle to exit the parking lot,
The exit processing is a method including a behavior analysis unit that determines whether the user exited the parking lot as a pedestrian without getting into the vehicle, or got into the vehicle while it was in motion and exited the parking lot, based on the user's own position and changes in that position over time detected by the mobile terminal, and the user's own speed or acceleration detected or estimated by the mobile terminal.

Throughout this application, the phrase "its own location detected by the mobile terminal" may be interpreted to mean, for example, its own location detected by the mobile terminal using a signal received from a transmitter (e.g., a satellite) installed outside the parking lot, or its own location detected using a signal received from a transmitter (e.g., a short-range communication transmitter) installed inside the parking lot.

Furthermore, throughout this application document, the phrase "its own speed or acceleration detected by the mobile terminal" may be interpreted to mean, for example, the speed or acceleration detected using a speed sensor or acceleration sensor, respectively, if the mobile terminal is equipped with such a sensor.

Furthermore, throughout this application, the phrase "its own velocity or acceleration estimated by the mobile terminal" may be interpreted to mean the first time differential value of the position detected by the mobile terminal (the difference between the previous position value and the current position value) or the second time differential value (the difference between the previous position value and the current position value) when the mobile terminal is not equipped with a velocity sensor or acceleration sensor. This interpretation also applies to the angular velocity estimation unit and acceleration estimation unit described above.

(32) The shipping processing step includes:
an entry determination step in which, after the user enters the parking lot, the mobile terminal determines whether or not the user has entered the parking lot based on the location of the mobile terminal and changes in the location over time detected by the mobile terminal;
The method according to claim (31), further comprising: an exit determination step in which, after it is determined that the entry has occurred, the mobile terminal determines whether the user has got into the moving vehicle and exited the parking lot, and therefore the vehicle has left the parking lot, based on the mobile terminal's own position and changes in that position over time detected by the mobile terminal, and the mobile terminal's own speed or acceleration detected or estimated by the mobile terminal.

(33) The delivery determination step includes:
a behavior type determination step of determining whether the user is stationary or moving, regardless of whether the user is walking or riding in the vehicle, based on a temporal change in the user's position detected by the mobile terminal;
a movement type determination step of determining, when it is determined that the user is moving, whether the user is walking without riding in the vehicle or riding in the vehicle while it is moving, based on the user's own acceleration detected or estimated by the mobile terminal;
and an exit determination step of determining whether the user has exited the parking lot, whether on foot or while in the vehicle, based on the user's own position detected by the mobile terminal and any changes in that position over time.

(34) The mobile terminal includes an acceleration sensor that detects its own acceleration,
The movement type determination step includes:
an intensity analysis step in which the mobile terminal and/or the management server measures a substantial maximum intensity representative of the waveform of acceleration detected by the acceleration sensor;
and a frequency analysis step in which the mobile terminal and/or the management server extracts multiple frequency components from the waveform of the acceleration detected by the acceleration sensor and measures the frequency of the frequency component with the largest amplitude.

(35) The method described in (34), wherein the intensity analysis step determines that the user is walking if the measured substantially maximum intensity is greater than a first threshold, and determines that the user is riding in the moving vehicle if the measured substantially maximum intensity is equal to or less than the first threshold.

(36) The method according to (34) or (35), wherein the frequency analysis step determines that the user is walking if the measured frequency is lower than a second threshold, and determines that the user is riding in the moving vehicle if the measured frequency is equal to or higher than the second threshold.

(37) The mobile terminal
an acceleration sensor that detects its own acceleration;
a step detection unit that detects the number of steps taken by the user per unit time based on the detection result of the acceleration sensor,
The method described in clause (33) in which the movement type determination process determines that the user is walking if the detected number of steps is greater than a third threshold, and determines that the user is riding in the vehicle while it is moving if the detected number of steps is equal to or less than the third threshold.

(38) The warehousing process is
a step of having the user input, by the mobile terminal, an available parking time, which is a time period during which the user desires to park the vehicle in any of the parking lots;
The shipping process further includes:
a step of inputting, by the mobile terminal, a parking-out operation performed by the user as an indication of the user's intention to cause the vehicle to leave the parking lot;
If the mobile terminal and/or the management server determines that the user has gotten into the vehicle and exited the parking lot, the method waits for the user to actually perform an exit operation before the valid parking time expires, and then treats the vehicle as having been left, while if the valid parking time expires, the method treats the vehicle as having been left without waiting for the user to actually perform an exit operation.

In this example, the parking process may further include a step in which the mobile terminal enables a prepaid parking fee corresponding to the length of the entered valid parking time to be paid.

(39) Furthermore,
a re-entry determination step of determining whether the same user has re-entered the same parking lot before the expiration of the valid parking time without actually performing an exit operation,
38. The method according to claim 38, wherein, if it is determined that the restocking has been performed, execution of at least a substantial part of the stocking process is omitted.

(40) A method according to any one of items (31) to (39), wherein the entry processing step includes an entry determination step of determining that the vehicle has entered one of the plurality of parking lots, based on the user's own position detected by the mobile terminal and changes in that position over time, when the user moves from a position outside one of the parking lots to a position within that parking lot.

(41) The warehousing processing step includes:
an entry determination step of determining that the vehicle has entered one of the parking lots, on the condition that the user has moved from a position outside one of the plurality of parking lots to a position inside the parking lot, based on the user's own position detected by the mobile terminal and changes in the position over time;
The method described in (40) includes a parking-related information transmission step in which, when it is determined that the vehicle has been parked, the mobile terminal transmits to the management server parking-related information including vehicle information for identifying the vehicle and an effective parking time, which is the time period during which the user wishes to park the vehicle in any of the parking lots, or related time information for specifying that effective parking time.

(42) Furthermore,
a progress monitoring step in which the mobile terminal and/or the management server successively calculates the remaining time of the valid parking time as time passes, thereby monitoring the progress of the actual parking time of the vehicle;
and an extension processing step in which the mobile terminal and/or the management server performs an extension process to extend the valid parking time in response to an extension request from a user prior to the expiration of the valid parking time.

(43) The progress monitoring step
a remaining time calculation step in which, upon completion of transmission of the parking-related information and payment of the prepaid parking fee, the mobile terminal and/or the management server calculates the remaining time by successively subtracting the valid parking time as time passes;
The method according to claim 42, further comprising a remaining time display step in which the mobile terminal and/or the management server, either autonomously or in response to a request from a user, displays the calculated remaining time on the screen of the mobile terminal.

(44) The method according to any one of items (31) to (43), further comprising a vacancy determination step in which the mobile terminal and/or the management server determines whether there are any unused vacant spaces among the multiple spaces in the parking lot based on the number of confirmed entries and the number of confirmed exits.

(45) The vacancy determination step
a subtraction step in which the mobile terminal and/or the management server subtracts one from the number of vacant spaces, which is the number of unused vacant spaces, from among the multiple spaces in the parking lot, each time a single entry is confirmed;
The method according to claim (44), further comprising an incrementing step in which the mobile terminal and/or the management server increments the number of vacant rooms by one each time an actual or deemed outgoing operation is confirmed.

(46) The shipping processing step further includes:
A method according to any one of (31) to (45), which includes a step of prompting the user to perform an exit operation, in which, when it is determined that the entry has been made at the user's exit stage, the mobile terminal provides the user with a visual, auditory or tactile stimulus to prompt the user to perform the exit operation.

(47) The shipping processing step includes:
A method according to any one of clauses (31) to (46), comprising an extension request prompting step in which, after it is determined that the user has exited the parking lot as a pedestrian, if the remaining time of the valid parking time, which is the time period during which the user wishes to park the vehicle in any of the parking lots, is shorter than a predetermined time, the mobile terminal provides the user with a visual, auditory or tactile stimulus to prompt the user to issue an extension request to extend the valid parking time.

(48) A method for centrally managing a plurality of parking lots by a management server through communication with a plurality of mobile terminals of a plurality of users, comprising:
a storage processing step in which the mobile terminal and the management server support a storage processing for a vehicle of any user to enter any parking lot;
a parking lot exit processing step in which the mobile terminal and the management server support a parking lot exit process for the vehicle to exit the parking lot,
The warehousing process is
a step of having the user input, by the mobile terminal, an available parking time, which is a time period during which the user desires to park the vehicle in any of the parking lots;
The shipping process is
a step of inputting, by the mobile terminal, a parking-out operation performed by the user as an indication of the user's intention to cause the vehicle to leave the parking lot;
and when the user causes the vehicle to leave the parking lot, the mobile terminal and/or the management server waits for an actual exit operation by the user before the valid parking time expires and treats the vehicle as having been left, while when the valid parking time expires, the mobile terminal and/or the management server treats the vehicle as having been left without waiting for an actual exit operation by the user.

In this example, the parking process may further include a step in which the mobile terminal enables a prepaid parking fee corresponding to the length of the entered valid parking time to be paid.

(49) Furthermore,
a re-entry determination step of determining whether the same user has re-entered the same parking lot before the expiration of the valid parking time without actually performing an exit operation,
48. The method according to claim 48, wherein, if it is determined that the restocking has been performed, execution of at least a substantial part of the stocking process is omitted.

(50) A program executed by the computer of a mobile terminal to implement the mobile terminal described in any one of items (1) to (49).

The term "program" in this section can be interpreted to mean, for example, a combination of instructions executed by a computer to perform its functions, or to include not only that combination of instructions but also the files and data processed in accordance with each instruction, but is not limited to these.

Furthermore, this program may be executed by a computer on its own to achieve its intended purpose, or may be executed by a computer together with other programs to achieve its intended purpose, but is not limited to these. In the latter case, the program referred to in this paragraph may be, but is not limited to, one that is primarily based on data.

(51) A program executed by the management server computer to implement the management server described in any one of items (1) to (49).

(52) A recording medium on which the program described in (50) or (51) is recorded in a computer-readable manner.

This recording medium can take various forms, including, but not limited to, magnetic recording media such as flexible disks, optical recording media such as CDs and CD-ROMs, magneto-optical recording media such as MOs, and non-removable storage such as ROMs.

(53) A system in which a management server centrally manages a plurality of parking lots through communication with a plurality of mobile terminals of a plurality of users,
a storage processing unit, which is one of the mobile terminal and the management server, that supports a storage process for a vehicle of any user to enter any parking lot;
a vehicle exit processing unit, which is one of the mobile terminal and the management server, and which supports a vehicle exit process for the vehicle to exit the parking lot,
The system includes a behavior analysis unit in which the exit processing unit determines whether the user exited the parking lot as a pedestrian without getting into the vehicle, or got into the vehicle while it was in motion and exited the parking lot, based on the user's own position and changes in that position over time detected by the mobile terminal, and the user's own speed or acceleration detected or estimated by the mobile terminal.

(54) A system in which a management server centrally manages a plurality of parking lots through communication with a plurality of mobile terminals of a plurality of users,
a storage processing unit, which is one of the mobile terminal and the management server, that supports a storage process for a vehicle of any user to enter any parking lot;
a vehicle exit processing unit, which is one of the mobile terminal and the management server, and which supports a vehicle exit process for the vehicle to exit the parking lot,
The receiving processing unit
the mobile terminal includes an effective parking time input unit for inputting an effective parking time, which is a time period during which the user desires to park the vehicle in any of the parking lots;
The shipping processing unit
a parking lot operation input unit of the mobile terminal for inputting a parking lot operation performed by a user as an indication of the user's intention to have the vehicle leave the parking lot;
and an exit handling control unit in the mobile terminal and/or the management server that, when a user exits the vehicle from the parking lot, waits for an actual exit operation by the user before the valid parking time expires and treats the vehicle as having been exited, and when the valid parking time expires, treats the vehicle as having been exited without waiting for an actual exit operation by the user.

In this example, the parking processing unit may further include a parking fee control enablement unit that enables the mobile terminal to pay a prepaid parking fee that corresponds to the length of the valid parking time entered.

<1> A method for managing a plurality of parking lots using an information processing terminal of a user who selects and uses one of the plurality of parking lots,
a step in which the information processing terminal acquires a current position of the vehicle using a position acquisition unit of the information processing terminal while the user is riding in the vehicle together with the information processing terminal;
a step in which the information processing terminal acquires dynamic behavior of the vehicle using a dynamic behavior acquisition unit of the information processing terminal while the vehicle is in the riding state, and determines, based on the acquired results, whether or not the vehicle exhibits a unique dynamic behavior that does not appear when the vehicle is traveling on a normal road but appears when the vehicle is traveling in an arbitrary parking lot;
and a step of identifying, on condition that the information processing terminal determines that the vehicle exhibits the unique dynamic behavior when the information processing terminal is not carried by the user but is fixedly mounted inside the vehicle, one of the plurality of parking lots that corresponds to the current position of the vehicle as the parking lot selected by the user.

<2> A method for managing a plurality of parking lots using an information processing terminal of a user who selects and uses one of the plurality of parking lots,
a position acquisition step of acquiring a current position of the vehicle by using a position acquisition unit of the information processing terminal while the user is riding in the vehicle together with the information processing terminal;
an in-vehicle installation state determination step in which the information processing terminal, while in the riding state, determines, by using a proximity sensor of the information processing terminal, whether or not there is a possibility that the information processing terminal is not carried by a user and is in an in-vehicle installation state in which the information processing terminal is fixedly installed inside the vehicle;
a high-frequency turning state determination step in which the information processing terminal determines, in the riding state, whether or not there is a possibility that the vehicle is in a high-frequency turning state in which the vehicle is turning more frequently than when the vehicle is traveling on a normal road, based on the state quantity of the rotational motion of the vehicle acquired using the rotational motion state quantity acquisition unit of the information processing terminal;
and a parking lot identification process in which, on condition that the information processing terminal determines that the information processing terminal may be in the vehicle interior state and that the vehicle may be in the high-frequency turning state, the information processing terminal identifies one of the plurality of parking lots that corresponds to the current position of the vehicle as the parking lot selected by the user.

<3>
The parking lot management method according to <2>, wherein the rotational motion state quantity acquisition unit includes a gyro sensor, a geomagnetic sensor, an inclination sensor, or a gravity sensor.

<4> A method for managing a plurality of parking lots using an information processing terminal of a user who selects and uses one of the plurality of parking lots,
a position acquisition step of acquiring a current position of the vehicle by using a position acquisition unit of the information processing terminal while the user is riding in the vehicle together with the information processing terminal;
an in-vehicle installation state determination step in which the information processing terminal, while in the riding state, determines, by using a proximity sensor of the information processing terminal, whether or not there is a possibility that the information processing terminal is not carried by a user and is in an in-vehicle installation state in which the information processing terminal is fixedly installed inside the vehicle;
a high-frequency acceleration/deceleration state determination step in which the information processing terminal determines whether or not there is a possibility that the vehicle is in a high-frequency acceleration/deceleration state in which the vehicle accelerates and decelerates more frequently than when the vehicle is traveling on a normal road, based on the acceleration and/or vibration state of the vehicle acquired using an acceleration acquisition unit and/or a vibration acquisition unit of the information processing terminal while the vehicle is in the riding state;
and a parking lot identification process in which, on condition that the information processing terminal determines that the information processing terminal may be in the vehicle interior state and that the vehicle may be in the high-frequency acceleration/deceleration state, one of the plurality of parking lots is identified as the parking lot selected by the user, the one corresponding to the current position of the vehicle.

<5> The parking lot management method described in <4>, wherein the acceleration acquisition unit includes an acceleration sensor.

<6> A program executed by the computer of an information processing terminal to implement the information processing terminal described in any one of <1> to <5>.

<7> A recording medium on which the program described in <6> is recorded in a computer-readable manner.

<8> A system for managing a plurality of parking lots using an information processing terminal of a user who selects and uses one of the plurality of parking lots,
a location acquisition unit provided in the information processing terminal, the location acquisition unit acquiring a current location of the vehicle when the user is in the vehicle together with the information processing terminal;
a dynamic behavior acquisition unit provided in the information processing terminal and configured to acquire a dynamic behavior of the vehicle in the riding state;
and a parking lot identification unit that determines, based on the acquired dynamic behavior, whether the vehicle exhibits a unique dynamic behavior that does not appear when the vehicle is driving on a normal road but appears when the vehicle is driving in an arbitrary parking lot, and identifies one of the plurality of parking lots that corresponds to the current position of the vehicle as the parking lot selected by the user, on condition that it is determined that the vehicle exhibits the unique dynamic behavior when the information processing terminal is not carried by the user but is fixedly mounted inside the vehicle.

The present invention also provides the following aspects:

(1) A parking lot management system that manages a parking lot having multiple parking spaces by vehicle rather than by parking space,
a parking lot identification device that is installed in the parking lot and outputs identification information for identifying the parking lot for each parking lot, not for each vehicle compartment;
an exit detection device that is installed in the parking lot and detects whether a vehicle has exited the parking lot at the entrance/exit or exit gate of the parking lot, rather than at each vehicle compartment;
a management server capable of communicating with an information processing terminal of a user who uses the parking lot;
The information processing terminal
a parking lot identification unit that identifies a parking lot where the user is currently staying by using the parking lot identification device;
a transmitting unit that transmits the identified parking lot to the management server;
a button display unit that displays a button on a screen, the button being operated by the user to issue a request related to a parking lot exit process for the user's vehicle to exit the parking lot;
a button operation data transmission unit that, when the button is operated by the user, transmits data indicating that the button has been operated to the management server;
The information processing terminal or the management server
an exit determination unit that determines whether the user's vehicle has exited the identified parking lot by using the exit detection device;
an exit processing unit that treats the user's vehicle as having exited the identified parking lot when the exit determination unit determines that the user has exited the parking lot before the user operates the button,
The management server is a parking lot management system that includes an exit completion determination unit that determines that exit from the identified parking lot has been completed if the exit determination unit determines that the user has exited after operating the button.

(2) A parking lot management system as described in paragraph (1), in which the parking lot is not equipped with a gate device that opens and closes to prevent unauthorized vehicles from leaving the parking lot through the entrance and exit gates, a car stopper that appears and disappears to prevent unauthorized vehicles from leaving each parking space, a ticket issuing machine for issuing parking tickets to users, a payment machine for users to pay parking fees, or a vehicle presence detection device that detects whether a vehicle is present in each parking space.

(3) A parking lot management system according to (1) or (2), in which the information processing terminal is carried by the user or installed in the user's vehicle.

(4) A parking lot management system described in any of (1) to (3), in which the exit detection device is configured as a sensor installed at the entrance/exit or exit of the parking lot.

(5) A program for causing a computer to function as an information processing terminal described in any one of (1) to (4).

(6) A program for causing a computer to function as the management server described in any one of (1) to (4).

(7) A recording medium on which the program described in (5) or (6) is recorded in a computer-readable manner.

(8) A system for managing parking lots for each vehicle,
an exit detection device that detects whether a vehicle has exited the parking lot at the entrance/exit or exit of the parking lot;
a management server capable of communicating with a user's information processing terminal;
the information processing terminal includes a button display unit that displays buttons on a screen;
The information processing terminal or the management server
an exit determination unit that determines whether or not a vehicle has exited the parking lot by using an exit detection device;
a processing unit that treats the user's vehicle as having left the garage when the exit determination unit determines that the user has left the garage before the user operates a button,
A parking lot management system in which the management server determines that the user has exited the parking lot if the exit determination unit determines that the user has exited the parking lot after operating a button.

The present invention also provides the following aspects:

(1) A parking lot management system that manages a parking lot having multiple parking spaces by vehicle rather than by parking space,
a parking lot identification device that is installed in the parking lot and outputs identification information for identifying the parking lot for each parking lot, not for each vehicle compartment;
a management server capable of communicating with an information processing terminal of a user who uses the parking lot;
The information processing terminal
a parking lot identification unit that identifies a parking lot where the user is currently staying by using the parking lot identification device;
a button display unit that displays a button on a screen, the button being operated by the user to issue a request related to a parking exit process for the user's vehicle to exit the parking lot;
a transmitting unit that, when the displayed button is operated by the user, transmits to the management server parking lot information for identifying the identified parking lot by parking lot rather than by vehicle compartment, and vehicle information input by the user for identifying the user's vehicle;
The management server
a registration presence/absence determination unit that determines whether or not a combination of parking lot information and vehicle information received from the transmission unit is registered in a memory;
a parking fee transmission unit that calculates a parking fee to be charged to the user based on the identified parking lot and transmits the calculated parking fee to the information processing terminal;
The parking fee transmitter selectively operates in response to the result of the determination of whether or not the vehicle is registered,
The parking lot management system further includes a settlement unit that enables the user to settle the parking fee received from the parking fee transmission unit by electronic payment using the information processing terminal.

(2) A parking lot management system as described in paragraph (1), in which the parking lot is not equipped with a gate device that opens and closes to prevent unauthorized vehicles from leaving the parking lot through the entrance and exit gates, a car stopper that appears and disappears to prevent unauthorized vehicles from leaving each parking space, a ticket issuing machine for issuing parking tickets to users, a payment machine for users to pay parking fees, or a vehicle presence detection device that detects whether a vehicle is present in each parking space.

(3) A parking lot management system as described in (1) or (2), in which the parking lot does not have a ticket issuing machine for issuing parking tickets to the user.

(4) A parking lot management system according to any one of (1) to (3), in which the parking lot does not have a payment machine installed for the user to pay the parking fee.

(5) A parking lot management system described in any of (1) to (4), wherein the parking lot allows the user to pay the parking fee in advance or after payment.

(6) A parking lot management system according to any one of (1) to (5), wherein the information processing terminal is carried by the user or installed in the user's vehicle.

(7) A parking lot management system described in any of paragraphs (1) to (6), wherein the button is operated by the user to issue a request related to payment of the parking fee.

(8) A program for causing a computer to function as an information processing terminal described in any one of (1) to (7).

(9) A program for causing a computer to function as the management server described in any one of (1) to (7).

(10) A recording medium on which the program described in (8) or (9) is recorded in a computer-readable manner.

FIG. 1 is a plan view showing an example of one of a plurality of parking lots centrally managed by a parking lot management system according to a first exemplary embodiment of the present invention.

FIG. 2 is a plan view showing a portion of each of the vehicle compartments shown in FIG. 1 with a vehicle stopped in each of the vehicle compartments.

FIG. 3 is a perspective view showing an example of communication between mobile terminals of users in each parking lot and a management server in a remote management center in the parking lot management system shown in FIG.

Figure 4 is a conceptual diagram showing long-distance two-way communication between a user's mobile terminal shown in Figure 3 and the management server shown in the same figure, communication between a satellite and a mobile terminal, and short-distance one-way communication between a transmitter installed in a parking lot shown in Figure 1.

FIG. 5 is a functional block diagram conceptually showing the mobile terminal shown in FIG.

FIG. 6 is a functional block diagram conceptually showing the management server shown in FIG.

FIG. 7 is a diagram showing a list of multiple programs (or modules) executed by the computer of the mobile terminal shown in FIG. 5 and multiple programs (or modules) executed by the computer of the management server shown in FIG. 6.

8(a) to 8(c) are time charts conceptually showing first to third exemplary parking sequences, respectively, which are realized by the parking lot management system.

FIG. 9 is a diagram showing a list of actions that the user can take at the parking lot entry stage and the results of those actions in the parking lot management system.

FIG. 10 is a diagram showing a list of actions that the user can take in the stage of leaving the parking lot and the results that result from these actions in the parking lot management system.

FIG. 11 is a flowchart conceptually illustrating an example of a parking lot guidance program executed by a mobile terminal and a management server, respectively, in the parking lot management system to guide multiple potential users to multiple available parking lots in association with a map.

Figure 12 is a flowchart conceptually illustrating an example of a parking entry processing program executed by a mobile terminal and a management server, respectively, in the parking lot management system to assist a user in performing parking entry processing at a parking lot.

FIG. 13 is a flowchart conceptually illustrating an example of a progress monitoring program executed by a mobile terminal and a management server, respectively, in the parking lot management system to monitor the actual parking time that has elapsed after a user enters a parking lot.

Figure 14 is a flowchart conceptually illustrating an example of a vacancy determination program executed by the management server in the parking lot management system to determine whether there are vacant spaces in each parking lot based on information from each user's mobile terminal.

Figure 15 is a flowchart conceptually illustrating an example of an extension request processing program executed by a mobile terminal and a management server, respectively, in the parking lot management system to extend the valid parking time in response to an extension request from a user after the user enters a parking lot.

Figure 16 is a flowchart conceptually illustrating a portion of an example of an exit processing program executed by a mobile terminal and a management server, respectively, in the parking lot management system to assist a user in performing the exit processing after entering a parking lot.

FIG. 17 is a flowchart conceptually showing the remaining part of the shipping processing program shown in FIG.

FIG. 18 is a flowchart conceptually illustrating an example of a behavior analysis program executed by a mobile terminal in the parking lot management system to analyze the behavior of a user after the user enters a parking lot.

Figure 19(a) is a waveform diagram showing the original waveform of a user walking, analyzed by the behavior analysis program shown in Figure 18, and Figure 19(b) is a waveform diagram showing the waveform obtained as a result of performing intensity analysis processing on the original waveform shown in Figure 19(a).

Figure 20(a) is a waveform diagram showing frequency components obtained as a result of performing frequency analysis processing on the original waveform shown in Figure 19(a), and Figure 20(b) is a waveform diagram showing different frequency components obtained as a result of performing frequency analysis processing on the same original waveform.

Figure 21(a) is a waveform diagram showing the original waveform of a user running, analyzed by the behavior analysis program shown in Figure 18, and Figure 21(b) is a waveform diagram showing the waveform obtained as a result of performing intensity analysis processing on the original waveform shown in Figure 21(a).

Figure 22(a) is a waveform diagram showing frequency components obtained as a result of performing frequency analysis processing on the original waveform shown in Figure 20(a), and Figure 22(b) is a waveform diagram showing different frequency components obtained as a result of performing frequency analysis processing on the same original waveform.

Figure 23 is a flowchart conceptually illustrating an example of a behavior analysis program executed by a mobile terminal to analyze a user's behavior after the user enters a parking lot in a parking lot management system according to an exemplary second embodiment of the present invention.

FIG. 24 is a plan view visually showing an example of the execution result of step S1204 shown in FIG.

FIG. 25 is a plan view visually showing, for convenience of explanation, an example of the execution results of steps S1205, S1212, and S1215 shown in FIG.

FIG. 26 is a plan view conceptually showing an example of how a plurality of data and a plurality of flags are stored for each user in the memory of the management server shown in FIG. 6 as a parking lot status management table.

FIG. 27 is a functional block diagram conceptually showing a parking lot management system according to the third exemplary embodiment of the present invention.

FIG. 28 is a perspective view showing an example of the mobile terminal shown in FIG. 27 being placed and used inside a vehicle parked in a parking lot.

Figure 29 is a flowchart that conceptually represents only the steps that are different from the first and second embodiments of the entry processing program executed by the computer of the mobile terminal shown in Figure 27, extracted as an entry parking lot identification module.

Figure 30 is a flowchart conceptually illustrating only the steps of the exit processing program executed by the computer of the mobile terminal shown in Figure 27 that are different from those of the first and second embodiments, extracted as an exit entry parking lot identification module.

Figure 31 is a flowchart conceptually illustrating only the steps of the exit processing program executed by the computer of the mobile terminal shown in Figure 27 that are different from the first and second embodiments, extracted as an exit parking lot identification module at the time of exit.

FIG. 32 is a schematic diagram for explaining the entrance parking lot specification module at the time of entry, the entrance parking lot specification module at the time of exit, and the exit parking lot specification module at the time of exit shown in FIGS. 29 to 31, respectively.

FIG. 33 is a graph for conceptually explaining the principle of the high-frequency turning state determination process executed in the portable terminal shown in FIG.

FIG. 34 is a graph for conceptually explaining the principle of the high frequency acceleration/deceleration state determination process optionally executed in the portable terminal shown in FIG.

Figure 35 is a time chart illustrating how the status (occupancy status) of each parking space changes over time for each user in a parking space, in order to explain the operating principle of the parking space status management table creation/update unit and vacancy determination unit in a parking space management system according to an exemplary fourth embodiment of the present invention.

FIG. 36 is a flowchart conceptually showing a table creation/update module for implementing the parking lot status management table creation/update unit in the parking lot management system shown in FIG.

FIG. 37 is a flowchart conceptually showing a vacancy determination module for implementing the vacancy determination unit in the parking lot management system shown in FIG.

Below, several exemplary embodiments of the present invention will be described in detail with reference to the drawings.

[First embodiment]

First, referring to Figures 1 and 2, a parking lot management system (hereinafter simply referred to as the "system") 10 according to a first exemplary embodiment of the present invention is a system for managing multiple parking lots 20, each capable of accommodating multiple vehicles (only a representative parking lot 20 among these parking lots 20 is shown in Figure 1).

This system 10 implements a parking lot management method according to an exemplary embodiment of the present invention, in which a remote management server 50 centrally manages multiple parking lots 20 through communication with multiple users' mobile devices 90.

In one example, the system 10 allows a user to use the parking lot 20 on the condition that the user uses their mobile terminal 90 as a parking ticket and pays a prepaid parking fee that corresponds to the length of the planned parking time. In another example, the system 10 allows a user to use the parking lot 20 on the condition that the user uses their mobile terminal 90 as a parking ticket and pays a prepaid parking fee that corresponds to the length of the actual parking time.

Figure 1 shows a plan view of a parking lot 20. The parking lot 20 has multiple compartments (an example of a parking space) 22 that allow multiple vehicles to park at the same time. The parking lot 20 has a single entrance/exit 24 (which serves as both an entrance and an exit). Figure 2 shows some of the multiple compartments 22 with a vehicle parked in each compartment 22.

This parking lot 20 is unmanned, and furthermore, this parking lot 20 is not equipped with a gate device that opens and closes as needed to prevent unauthorized vehicles from leaving the parking lot 20's entrance/exit gate 24, a vehicle stopper that appears and disappears as needed to prevent unauthorized vehicles from leaving the parking space 22, a ticket issuing machine for issuing parking tickets to users who are drivers, or a payment machine for users to pay parking fees.

As an additional note regarding the definition of the term "vehicle," the term "vehicle" should be interpreted as encompassing not only automobiles but also all types of moving objects, such as bicycles and motorcycles.

As shown in Figure 1, there are two types of parking spaces on the premises of parking lot 20. These are spaces where parking spaces 22 are rented out to vehicle users on a daily basis (temporary parking spaces or daily rental spaces), and spaces where parking spaces 22 are rented out to vehicle users on a monthly basis, subject to a prior contract (monthly parking spaces). Hereinafter, when we simply refer to "parking lot 20," we mean only the temporary parking spaces within parking lot 20.

This system 10 employs the centralized management method described above as its parking lot management method. Specifically, as shown in Figure 3, it includes a mobile terminal 90 for each user in each parking lot 20, and a management server 50 installed in a management center 40 that centrally manages multiple parking lots 20.

The management center 40 is operated by a parking lot manager (for example, the owner of the land used as parking lot 20 who manages the parking lot 20 himself, or a parking lot management company entrusted by the owner of someone else's land to manage the land as parking lot 20).

The user's mobile terminal 90 is a device carried by the user and has wireless communication capabilities, such as a mobile phone, smartphone, laptop computer, tablet computer, or PDA.

The portable terminal 90 is an example of the information processing terminal mentioned above, but is not a type of information processing terminal that is carried by the user at all times. The portable terminal 90 refers to a portable terminal that is not carried by the user inside the vehicle, but is carried by the user outside the vehicle.

As shown in Figure 4, the mobile terminal 90 has, as an essential function, a positioning function that receives GPS (Global Positioning System) signals from multiple artificial satellites in outer space and measures the current location of the mobile terminal 90 on a map (terrestrial location).

Furthermore, in an optional aspect, the mobile terminal 90 receives, in addition to GPS signals (an example of an off-site transmitter), signals indicating the location coordinates of a base station (another example of an off-site transmitter), and signals from transmitters 30 (also called "on-site transmitters") installed in the parking lot 20 that indicate a transmitter ID unique to each transmitter 30.

In this optional aspect, the mobile terminal 90 converts the transmitter ID represented by the signal received from each transmitter 30 into a corresponding parking lot ID that identifies the parking lot 20 in which the transmitter 30 is supposed to be installed, according to a predefined rule (e.g., a conversion table) that represents the correspondence between the two.

As a result, the mobile terminal 90 distinguishes the currently detected transmitter 30 from other transmitters 30 and measures the location of the currently detected transmitter 30 (e.g., its location on a map, the location of the parking lot in which it is installed, etc.), and/or measures the strength of the signal received from the currently detected transmitter 30, thereby measuring the distance between that transmitter 30 and the mobile terminal 90.

Transmitter 30 is a device generally known as a beacon device, radio beacon, or other device that emits a beacon signal as an identification signal. In one example, transmitter 30 modulates an original signal to generate an identification signal representing the corresponding transmitter ID (or parking lot ID), and then locally emits the generated identification signal as an IR signal, Bluetooth (registered trademark) signal, NFC (near field communication) signal, or the like.

As shown in FIG. 4, the mobile terminal 90 performs long-distance two-way wireless communication with the management server 50 of the management center 40. Also, in a configuration in which the transmitter 30 is installed in the parking lot 20, as shown in FIG. 4, the mobile terminal 90 receives the above-mentioned identification signal from the transmitter 30 installed in the parking lot 20 the user is currently visiting via a short-distance one-way wireless communication method, either in contact with the transmitter 30 or in a non-contact state.

As shown in FIG. 2, the user can operate the mobile terminal 90 in the vehicle to receive signals for positioning (such as GPS reception, reception from a base station, or reception from an in-vehicle transmitter 30) and communicate with the management server 50. According to this aspect, the user can operate the mobile terminal 90 for entry (including payment for prepaid parking) and exit (including payment for deferred parking) from within the vehicle, eliminating the need to worry about weather conditions such as cold, heat, wind, and rain.

In contrast, as shown in Figure 3, the user can operate the mobile terminal 90 outside the vehicle to receive signals for positioning and communicate with the management server 50. This configuration is useful, for example, when the user needs to approach and hold or touch the mobile terminal 90 to the in-vehicle transmitter 30.

Next, the hardware configuration of the mobile terminal 90 will be explained with reference to the functional block diagram in Figure 5. The mobile terminal 90 is primarily composed of a computer 134 having a processor 130 and memory 132 that stores multiple programs (also called "applications") executed by the processor 130.

This mobile terminal 90 further has a display unit (e.g., a liquid crystal display) 136 that displays information, a receiving unit 138 that receives signals from the transmitter 30 and the management server 50, and a transmitting unit 140 that generates signals and transmits them to the management server 50.

The mobile terminal 90 further has an input unit 150 for inputting data and commands from the user. The input unit 150 has, for example, an operation unit that can be operated by the user to input desired information (e.g., commands, data, etc.) into the mobile terminal 90. Examples of the operation unit include, but are not limited to, a touchscreen that displays icons (e.g., virtual buttons) that can be operated by the user, a physical operation unit (e.g., a keyboard, keypad, buttons, etc.) that can be operated by the user, and a microphone that detects voice.

The mobile terminal 90 further includes a GPS (Global Positioning System) receiver 152. As is well known, the GPS receiver 152 receives multiple GPS signals from multiple GPS satellites and, based on those GPS signals, measures the position (latitude, longitude, and altitude) of the GPS receiver 152 on Earth through triangulation.

Alternatively or in addition, the mobile terminal 90 may measure its position on Earth (latitude and longitude) by triangulation using the positions of multiple base stations.

In other words, the positioning unit 230 (an example of the location acquisition unit) of the mobile terminal 90 may be a GPS positioning unit or a base station positioning unit, each of which serves as an outside-area transmitter, or may be an inside-area transmitter 30.

This mobile terminal 90 also has a built-in acceleration sensor 154 that detects its own acceleration (for example, the acceleration when the mobile terminal 90 moves translationally). Because the acceleration sensor 154 is mounted on the mobile terminal 90, it vibrates integrally with the mobile terminal 90, and as a result, it detects the acceleration acting on the acceleration sensor 154 itself as equivalent to the acceleration acting on the mobile terminal 90.

The acceleration sensor 154 may be of a semiconductor piezo-resistance type, a capacitance type, or a thermal detection type, for example. In one example, the acceleration sensor 154 can be designed to individually detect accelerations Gx, Gy, and Gz along three axes (X, Y, and Z), and output a single representative acceleration as a composite value Gr of these three detected values Gx, Gy, and Gz.

When a user is carrying a mobile terminal 90, this acceleration sensor 154 detects something that approximates the acceleration acting on the user, and when the user is in a vehicle, it detects something that approximates the acceleration acting on the vehicle (e.g., longitudinal acceleration, longitudinal deceleration).

In theory, the acceleration acting on the mobile terminal 90 can be calculated by calculating the velocity by time-differentiating the position measured based on the GPS signal described above, and then time-differentiating that velocity. However, in terms of accuracy, the acceleration detected by the acceleration sensor 154 may be superior. In any case, the acceleration sensor 154 is an example of an acceleration acquisition unit that detects or estimates the axial acceleration of the vehicle.

The mobile terminal 90 may also optionally incorporate, although not shown, a light sensor that detects light (e.g., sunlight) exposed to the mobile terminal 90, a sound sensor that detects sound (e.g., the sound of a vehicle engine) exposed to the mobile terminal 90, or a proximity sensor (an example of which will be described in detail later) that detects the approach of an object (e.g., a vehicle) to the mobile terminal 90.

Next, the hardware configuration of the management server 50 will be explained with reference to the functional block diagram in Figure 6. The management server 50 is primarily composed of a computer 164 having a processor 160 and memory 162 that stores multiple applications executed by the processor 160.

This management server 50 further has a display unit (e.g., a liquid crystal display) 166 that displays information, a receiving unit 168 that receives signals from the mobile terminal 90, a transmitting unit 170 that generates signals and transmits them to the mobile terminal 90, and a clock 172. This management server 50 does not receive information directly from the transmitter 30, but rather receives information via the mobile terminal 90.

Next, the software configuration of the computer 134 of the mobile terminal 90 and the computer 164 of the management server 50 will be conceptually explained with reference to the functional block diagram in Figure 7.

As shown in Figure 7, the computer 134 of the mobile terminal 90 has the following characteristic parts (program execution parts or functional parts):

1. Parking Lot Information Section 200

This corresponds to an example of a parking lot guidance program executed by the mobile terminal 90 in the system 10 to guide multiple potential users to multiple available parking lots 20 in association with a map (see the left part of Figure 11).

This parking lot information unit 200, like the parking lot information unit 300 described below, typically responds to individual access from multiple potential users who are not currently staying in any of the parking lots 20 (users who wish to move to one of the parking lots and use that parking lot), and the management server 50 delivers the necessary information to each user's mobile device 90 individually.

Specifically, this parking lot information unit 200, like the parking lot information unit 300 described below, responds to access from each potential user and displays each existing parking lot 20 on the screen of each user's mobile terminal 90, along with occupancy information indicating whether or not there are available parking spaces (obtained by the vacancy determination unit 306 described below).

As a result, the mobile device 90 automatically selects and displays on the screen only a small number of candidate parking lots 20 from among the multiple parking lots 20 that are located near the user's current location (e.g., a location measured by GPS). The locations and types of the displayed candidate parking lots 20 change as the user moves.

2. Inventory Processing Unit 202

This corresponds to an example of a parking entry processing program executed by the mobile terminal 90 in the system 10 to assist the user in performing parking entry processing at any parking lot selected by the user (hereinafter also referred to as the "selected parking lot") 20 (see the left part of Figure 12). This parking entry processing unit 202, like the parking entry processing unit 302 described below, will not accept a parking entry process by the user unless the user is staying in the selected parking lot 20.

This entry processing unit 202, like the entry processing unit 302 described below, is equipped with a parking fee calculation unit that calculates parking fees. In one example, the parking fee calculation unit may use different rules for each parking lot 20, but it calculates parking fees uniformly using the same rules for all users using the same parking lot 20. In another example, the parking fee calculation unit calculates parking fees using different rules for each parking lot 20 and different rules for each user using the same parking lot 20. This applies regardless of whether the parking fee is prepaid or postpaid.

In the latter example, the parking fee will vary depending on the location of the parking lot 30 and on the user, making it possible to tailor the parking fee to each individual user (for example, offering a discount based on each user's individual usage history, or charging a parking fee higher than normal based on past violation history).

3. Progress monitoring unit 204

This corresponds to an example of a progress monitoring program executed by the mobile terminal 90 in the system 10 to individually monitor the passage of actual parking time after each user begins parking in the parking lot 20, and to individually notify each user's mobile terminal 90 of the results (remaining time of the available parking time) regardless of whether the user is inside or outside the parking lot 20 (see the left part of Figure 13).

4. Extension request processing unit 206

This corresponds to an example of an extension request processing program executed by the mobile terminal 90 in the system 10 to individually extend the valid parking time in response to an extension request from each user via the mobile terminal 90 after they start parking in the parking lot 20, regardless of whether they are inside or outside the parking lot 20 (see the left part of Figure 15).

5. Shipping Processing Unit 208

This corresponds to an example of an exit processing program executed by the mobile terminal 90 in the system 10 to assist the user in performing the exit process within the selected parking lot 20 after the user begins parking in the selected parking lot 20 (see the left side of Figures 16 and 17). This exit processing unit 208, like the exit processing unit 310 described below, will not accept the user's exit process unless the user is currently in the selected parking lot 20.

6. Behavior analysis section 210

This corresponds to a flowchart conceptually illustrating an example of a behavior analysis program executed by the mobile terminal 90 in the system 10 to analyze the user's behavior after the user enters the selected parking lot 20 to exit (see the left part of Figure 18).

This behavior analysis unit 210 has: 1) a position detection unit 212 that detects that the user is present in the parking lot 20 based on the user's own position measured by the mobile device 90; 2) a movement detection unit 214 that detects that the user is moving within the parking lot 20 (whether walking or in a vehicle); and 3) a ride detection unit 216 that detects that the user is moving (driving) in a vehicle based on acceleration detected by an acceleration sensor 154 that is mounted on the mobile device 90 and vibrates integrally with the vehicle.

In one example, the movement detection unit 214 detects that the user is moving within the parking lot 20 (whether walking or in a vehicle) based on whether or not there is a change over time in the user's position measured by the mobile terminal 90.

In another example, if the substantial maximum value of the user's speed detected or estimated by the mobile terminal 90 from moment to moment is equal to or less than a first reference value (e.g., 1 km/h), the movement detection unit 214 determines that the user is stationary or stopped, whereas if the substantial maximum value exceeds the first reference value, the movement detection unit 214 determines that the user is moving.

In one example, the boarding detection unit 216 detects that the user is in the vehicle and moving (driving) based on the acceleration detected by the acceleration sensor 154 that is mounted on the mobile terminal 90 and vibrates integrally therewith.

In this case, the boarding detection unit 216 has an intensity analysis unit that sequentially measures, over time, the maximum intensity of multiple acceleration values that belong to the portion of the acceleration waveform detected by the acceleration sensor 154 within the latest analysis window (latest time window segment), and a frequency analysis unit that extracts multiple frequency components from the portion of the acceleration waveform detected by the acceleration sensor 154 within the latest analysis window (latest time window segment) and measures the frequency of the frequency component with the maximum amplitude.

In another example, if the actual maximum value of the user's speed detected or estimated by the mobile terminal 90 from moment to moment is equal to or less than a second reference value (e.g., 10 km/h), the boarding detection unit 216 determines that the user is walking, and if the actual maximum value exceeds the second reference value, the boarding detection unit 216 determines that the user is traveling by vehicle.

As an additional or alternative option, the behavior analysis unit 210 further includes a step detection unit 218 that detects the number of steps taken by the user per unit time based on the detection results of the acceleration sensor 154.

The step count detection unit 218 is a program that operates to add 1 to the cumulative number of vibrations when the acceleration detected by the acceleration sensor 154 of the portable terminal 90 carried by the user changes by a predetermined amplitude or more, determining that a vibration that should be detected has occurred in the portable terminal 90.

An example of the step count detection unit 218 is disclosed in Japanese Patent Application Laid-Open No. 2009-296097, and similar technology may be adopted by the step count detection unit 218 in this embodiment.

Furthermore, in this behavior analysis unit 210, the boarding detection unit 216 may also function as the movement detection unit 214, thereby omitting the movement detection unit 214. In this case, to achieve the objective, the boarding detection unit 216 needs to refer to the speed of the mobile terminal 90 but not the acceleration.

7. Positioning unit 230

This corresponds to an example of a positioning program (not shown) executed by the mobile terminal 90 to measure the location of the mobile terminal 90, i.e., the user's location, based on the GPS signal, an identification signal from a base station, or an in-house transmitter 30.

As mentioned above, since the on-site transmitter 30 is a short-range communication device, the positioning unit 230 performs positioning using GPS signals or base stations outside the parking lot 20, while performing positioning using GPS signals, base stations, and/or the on-site transmitter 30 inside the parking lot 20.

The on-site transmitter 30 is advantageous in that it ensures stable reception and positioning for the mobile terminal 90 in parking lots 20 where reception of GPS signals may be impaired due to being adjacent to obstacles such as high-rise buildings.

Next, the software configuration of the management server 50's computer 164 will be conceptually explained with reference to the functional block diagram in Figure 7. However, the positioning unit 230 will only be a GPS positioning unit or a base station positioning unit, and the off-site transmitter 30 will be excluded.

1. Parking Lot Information Unit 300

This corresponds to an example of a parking lot guidance program executed by the management server 50 in the system 10 to guide multiple potential users to multiple available parking lots 20 in association with a map (see the right part of Figure 11).

Specifically, in response to access from each potential user, this parking lot information unit 300 displays each existing parking lot 20 on the screen of each user's mobile terminal 90, along with occupancy information indicating whether or not there are available parking spaces (obtained by the vacancy determination unit 306, described below).

2. Inventory Processing Unit 302

This corresponds to an example of a parking entry processing program executed by the management server 50 in the system 10 to assist the user in performing parking entry processing at the selected parking lot 20 (see the right part of Figure 12).

3. Progress monitoring unit 304

This corresponds to an example of a progress monitoring program executed by the management server 50 in the system 10 to individually monitor the passage of actual parking time after each user begins parking in the parking lot 20, and to individually notify each user of the results (remaining time of the available parking time) to their mobile device 90, regardless of whether they are inside or outside the parking lot 20 (see the right part of Figure 13).

4. Vacancy Determination Unit 306

This corresponds to an example of a vacancy determination program executed by the management server 50 in the system 10 to determine whether there are vacant spaces in each parking lot 20 based on information from each user's mobile device 90 (see Figure 14).

4. Extension request processing unit 308

This corresponds to an example of an extension request processing program executed by the management server 50 in the system 10 to individually extend the valid parking time in response to an extension request from each user via their mobile terminal 90 after they start parking in the parking lot 20, regardless of whether they are inside or outside the parking lot 20 (see the right part of Figure 15).

5. Delivery Processing Unit 310

This corresponds to an example of an exit processing program executed by the management server 50 in the system 10 to assist the user in performing the exit process within the selected parking lot 20 after the user begins parking in the selected parking lot 20 (see the right-hand portions of Figures 16 and 17).

<Some examples of parking sequences>

Figure 8 shows time charts of several examples of parking sequences that can be implemented using system 10. Specific examples are explained below.

<First parking sequence>

Figure 8(a) conceptually illustrates a first exemplary parking sequence in which, after a user parks their vehicle in a parking lot 20 in the system 10, before the expiration of the valid parking time, the user performs an exit operation on the mobile terminal 90 (for example, by tapping a virtual "exit button" displayed on the screen of the mobile terminal 90 (or by other means, such as touching, pressing, selecting, or giving a voice command), as described below), and then the user gets into their vehicle and exits (exits) the parking lot 20.

Similarly, in other parking sequences described below, the entry stage begins with the user entering a parking lot 20 for the purpose of parking (the vehicle entering the parking lot), and ends with the user exiting the parking lot 20. When the user inputs a parking request (or entry request) into the mobile terminal 90, the remaining time of the valid parking time begins to be decremented (counted down) and the actual parking time begins to be incremented (counted up).

In contrast, the exit stage begins when the user enters the parking lot 20 where the entry took place with the purpose of exiting (the vehicle leaving the parking lot), and ends when the user exits the parking lot 20.

In the parking sequence shown in Figure 8(a), the user exits the parking lot 20 before the expiration of the valid parking time, and prior to this exit, the user performs the exit operation. As a result, the actual parking time begins with "entry (occurrence of a parking request, entry operation)" and ends with "exit operation." Therefore, in this parking sequence, the user's exit (together with the vehicle) in the exit stage represents actual exit (actual exit).

<Second Parking Sequence>

Figure 8(b) conceptually illustrates a second exemplary parking sequence in which, after a user parks their vehicle in a parking lot 20 in the system 10, the user gets into their vehicle and exits (exits) the parking lot 20 before the expiration of the valid parking time without performing the exit operation on the mobile terminal 20.

In this parking sequence, the user exits parking lot 20 with their vehicle before the valid parking time expires, and the user does not perform the exit operation prior to this exit. In this case, when the valid parking time subsequently expires, the user is deemed to have performed the exit operation. Therefore, in this case, the actual parking time matches the valid parking time. Therefore, in this parking sequence, the user's exit (with their vehicle) during the exit stage signifies a temporary exit (provisional exit).

<Third Parking Sequence>

Figure 8(c) conceptually illustrates a third exemplary parking sequence in which, in the system 10, a user parks a vehicle in a parking lot 20, then, before the expiration of the valid parking time, the user exits the parking lot 20 (exits with the vehicle) without performing the exit operation on the mobile terminal 90, and then parks the vehicle again in the same parking lot 20.

In this parking sequence, the first actual parking is completed, and the user exits the parking lot 20. Prior to this exit, although not shown, the user does not perform the exit operation before the valid parking time expires. Therefore, the user is permitted to re-enter the parking lot (without paying a new parking fee). The time period during which this re-entry is permitted is defined as the period between the time of exit during the first actual parking and the time when the valid parking time expires.

The user then parks the vehicle in the same parking lot 20 for a second actual parking session. This time, because re-entry is permitted, the user does not need to perform the parking process required for the first actual parking session (e.g., entering valid parking time, paying parking fees), and is immediately permitted to park the vehicle in any available vehicle compartment. As a result, the second actual parking session begins.

If the user then leaves the parking lot 20 without performing the exit operation, as shown in the figure, the user is deemed to have performed the exit operation when the valid parking time expires. At that point, the progression of the duration for the second actual parking and the progression of the total actual parking time both ends.

In contrast, although not shown, if the user performs the exit operation and then exits the parking lot 20, the progress of the duration time for the second actual parking and the progress of the total actual parking time will end at the time the exit operation is performed.

Figure 9 shows a list of actions that the user can take in the parking lot 20 entry stage in the system 10, along with the results of those actions.

When a user enters a parking lot 20 at a certain entry stage, the entry is classified as either a first entry or a repeat entry (second entry, third entry or any subsequent entry). In the case of a first entry, the user is treated normally, as this is the first entry.

In contrast, cases of re-entry are classified into cases where the user performed the exit operation in the preceding exit stage and cases where the user did not.

In cases where the user has performed the aforementioned withdrawal operation, the user will be treated the same as if they were making their first deposit.

In contrast, in cases where the user has not performed the aforementioned exit operation, if the user's valid parking time has not expired at each point in time and is within the time limit, the user will be permitted to enter the parking lot this time, i.e., re-enter. On the other hand, if the valid parking time has expired at that point in time, the user will be prohibited from entering the parking lot this time, i.e., re-entering. As a result, the user will be treated the same as if they were entering the parking lot for the first time.

Figure 10 shows a list of actions that the user can take in the exit stage from the parking lot 20 in the system 10, along with the results of those actions.

In a given exit stage, cases in which a user enters a parking lot 20 are classified into cases in which the exit operation is subsequently performed within the valid parking time and cases in which the exit operation is not subsequently performed.

Cases in which the exit operation is performed within the allotted time after entry are classified into cases in which the user exits with the vehicle within the allotted time and cases in which the user does not exit. In the former case, it is determined that the user has exited the vehicle from the parking lot 20.

In contrast, cases in which the user does not exit are classified into three categories: cases in which the time is within the time limit, cases in which there is only a small amount of valid parking time remaining, and cases in which the valid parking time has elapsed and the time has expired.

In these cases, if there is only a short amount of time remaining, the user will be prompted to extend the valid parking time, and if the time has expired, some kind of penalty will be imposed on the user for committing fraudulent behavior.

On the other hand, cases in which the exit operation is not performed after entry are classified into cases in which the user exits with the vehicle and cases in which the user does not exit.

Cases in which a user exits with a vehicle are classified into cases in which the user exits within the allotted time and cases in which the user exits after the allotted time has expired. In the former case, the user is permitted to re-enter the vehicle. In contrast, in the latter case, the user is deemed to have performed the aforementioned exit operation when the allotted time expired.

In contrast, cases in which the user does not exit with the vehicle are classified into three cases: cases in which the time is within the time limit, cases in which there is only a short amount of valid parking time remaining, and cases in which the valid parking time has elapsed and the time has expired.

In these cases, if there is only a short amount of time remaining, the user will be urged to extend the valid parking time, and if the time has expired, some kind of penalty will be imposed on the user for violating the parking lot 20's rules.

Next, we will explain the various processes executed by the mobile terminal 90 and management server 50, i.e., the various services provided to users. However, we will use the example of a parking lot 20 that is a prepaid hourly parking lot.

<Parking guidance and positioning>

As shown in FIG. 11, the parking lot guidance unit 200 and positioning unit 230 of the mobile terminal 90 and the parking lot guidance unit 300 of the management server 50 execute their respective parking lot guidance programs.

Specifically, in step S1101, the mobile terminal 90 sends a request to the management server 50 to log in to a website operated by the management server 50.

Upon receiving the request, the management server 50 establishes communication between the mobile terminal 90 and the management server 50 in step S1151.

Then, in step S1152, the management server 50 searches the memory 162 and obtains, for all or some of the multiple parking lots 20 managed by the management center 40, parking lot location data indicating the location on the map of each parking lot 20 (e.g., the longitude and latitude of a single location that represents each parking lot 20) and parking lot ID data indicating the parking lot ID for identifying each parking lot 20.

Then, in step S1153, the management server 50 obtains from the vacancy determination unit 304, for each parking lot 20, occupancy status data indicating whether or not there are vacant spaces (or congestion level data indicating the degree of vehicle congestion in the parking lot 20).

Next, in step S1154, the management server 50 transmits to the mobile terminal 90 a parking lot-related data set including the above-mentioned multiple parking lot position data for the multiple parking lots 20, multiple parking lot ID data for the multiple parking lots 20, and multiple occupancy status data for the multiple parking lots 20 (including the transmitter ID of the parking lot transmitter 30 if the parking lot 20 has one).

In response to this, in step S1102, the mobile terminal 90 receives the parking lot-related data set and stores it in memory 132. This enables the mobile terminal 90 to convert the location of any parking lot 20 into a parking lot ID, and to convert a transmitter ID received from any on-site transmitter 30 installed in any parking lot 20 into a parking lot ID.

Next, in step S1103, the mobile terminal 90 measures the user's current location (longitude and latitude) based on the GPS signal received from the outside by the GPS receiver 152. This constitutes the positioning unit 230.

Next, in step S1104, the mobile device 90 determines the measured user's current location as the reference position (position (longitude and latitude) of the display reference point) referenced by the processor 130 in order to display the map on the screen of the display unit 136. Furthermore, the portion of the overall map that is large enough to be displayed at one time within the window on the screen of the mobile device 90 and that includes the reference position is determined to be the display range of the map (i.e., the area of the overall map that is displayed within the window at each instant).

As is well known, as a user moves across the ground over time, the reference position also moves over time to track the user's movement. As a result, as the user moves, the map display range also moves over time across the entire map, and ultimately the map image displayed in the window also changes over time.

Next, in step S1105, the mobile device 90 overlays multiple parking lots 20 on a map displayed on the screen of the mobile device 90 based on the received multiple parking lot location data. Furthermore, based on the received occupancy status data, occupancy information regarding whether each parking lot 20 is full or has vacancies (for example, the character "Full" meaning full, or the character "Congested" meaning each parking lot 20 is congested, the character "Empty" meaning there are vacancies, or a number indicating the number of vacancies) is also displayed on the screen of the mobile device 90 in association with the display position of each parking lot 20.

Such visual display makes it easy for each potential user to know the existence and location of available parking spaces 20.

<Parking lot status management table and user behavior pattern reproduction>

In this embodiment, the management server 50 references time-series behavioral information from the user's mobile device 90, which is linked to the parking lot 20 but not to the vehicle compartment 22 within that parking lot 20, and analyzes the operating status, or status, of the parking lot 20 comprehensively and in real time (without delay) on a user-by-user basis, rather than on a vehicle compartment-by-vehicle basis.

In other words, in this embodiment, rather than focusing on individual parking spaces 22 in a certain parking lot 20 and questioning whether each parking space 22 is available, the system focuses on each of the multiple users who use the multiple vehicles actually present in the parking lot 20, and records data that can reconstruct each user's chronological behavioral pattern in a parking lot status management table, associating it with the user and with the time and chronological order.

As a result, time-series behavioral information from the user's mobile terminal 90 is generated, with the user's behavior being sequentially classified into one of multiple categories, and time-series data of the multiple classified behaviors is created, constituting the parking lot status management table shown in Figure 26 as an example.

Here, "multiple categories" include, for example, entry and exit, with entry being further classified into initial entry and re-entry, and "exit" being classified into regular exit, deemed exit, and temporary exit. Examples of behavioral patterns of multiple users in the same parking lot 20 are shown in the time chart in Figure 35, according to the above behavioral categories.

The parking lot status management table is updated in real time to reflect various data sent from the user's mobile device 90 to the management server 50. As a result, by observing the changes over time in each item in the parking lot status management table, it is possible to reproduce the user behavior patterns illustrated in Figure 35 in real time in chronological order within the management server 50's computer 164.

<Various flags used in the parking lot status management table>

In the parking lot status management table, multiple flags are used to encode and classify various user actions toward the parking lot 20 (so that they can be recorded as binary data).

1. Stocked flag

The entry flag is a flag that switches between two different statuses. It is located in the memory of the management server 50 (or mobile terminal 90) and stored in association with the user. It indicates whether a) the user has fulfilled certain entry conditions (e.g., the user has entered the necessary personal information and parking-related information and paid the necessary fee) and therefore has acquired the authority to enter a specific parking lot 20, resulting in an initial entry; or whether a user with re-entry authority (described below) has re-entered the same parking lot 20.

In a first status (e.g., ON), this stocked flag indicates that stocking authority or restocking authority has been acquired, while in a second status (e.g., OFF), it indicates that neither stocking authority nor restocking authority has been acquired. This stocked flag is usually initially in the second status.

2. Restocking permission flag

The re-entry permission flag is a flag that switches between two different statuses, is located in the memory of the management server 50 (or mobile terminal 90), and is stored in association with the user, and indicates whether the user has acquired permission to park in the same parking lot 20 as the one in which they entered because the user has met certain re-entry conditions (for example, the valid parking time has not yet expired and no exit operation has been performed).

This restocking permission flag indicates that restocking authority has been acquired in its first status (e.g., ON state), while it indicates that restocking authority has not been acquired in its second status (e.g., OFF state). This restocking permission flag is usually initially in the second status.

3. Shipped Flag

The exit flag is a flag that switches between two different statuses. It is located in the memory of the management server 50 (or mobile terminal 90) and stored in association with the user. It indicates whether the user a) exited the parking lot 20 with their vehicle inside before the expiration of the valid parking time and performed a leave operation at that time, thereby achieving a regular exit (corresponding to "actual exit" in Figure 8(a)), or b) exited the parking lot 20 with their vehicle inside before the expiration of the valid parking time, without performing a leave operation at that time, thereby achieving a provisional exit (see Figure 8), and then, when the valid parking time expired, achieved a deemed exit (see Figure 8). When a regular or deemed exit is achieved, charges for the user cease (the actual parking time is confirmed) (see Figure 8).

In its first status (e.g., ON), this shipped flag indicates that regular or deemed shipping has been confirmed, while in its second status (e.g., OFF), it indicates that neither regular nor deemed shipping has been confirmed. This shipped flag is usually initially in the second status.

4. Regular delivery flag

The regular shipping flag is a flag that switches between two different statuses. It is located in the memory of the management server 50 (or mobile terminal 90), stored in association with the user, and indicates whether a regular shipping has occurred.

This regular shipping flag indicates that regular shipping has been confirmed in its first status (e.g., ON), while in its second status (e.g., OFF), it indicates that regular shipping has not been confirmed. This regular shipping flag is usually initially in its second status.

5. Deemed Delivery Flag

The deemed shipment flag is a flag that switches between two different statuses. It is located in the memory of the management server 50 (or mobile terminal 90), stored in association with the user, and indicates whether a deemed shipment has occurred.

This deemed shipment flag indicates that deemed shipment has been confirmed in its first status (e.g., ON), while in its second status (e.g., OFF), it indicates that deemed shipment has not been confirmed. This deemed shipment flag is usually initially in its second status.

6. Temporary release flag

The temporary release flag is a flag that switches between two different statuses. It is located in the memory of the management server 50 (or mobile terminal 90), stored in association with the user, and indicates whether temporary release has occurred.

This temporary release flag indicates that temporary release has been confirmed in its first status (e.g., ON), while in its second status (e.g., OFF), it indicates that temporary release has not been confirmed. This temporary release flag is usually initially in the second status.

7. Running Flag

In a first status (e.g., ON state), the moving flag indicates that the user is in the vehicle and moving (riding), while in a second status (e.g., OFF state), it indicates something different.

8. Walking Flag

A walking flag whose first status (e.g., ON state) indicates that the user is walking, and whose second status (e.g., OFF state) indicates something different.

<Inventory processing and positioning>

As shown in FIG. 12, the inventory processing unit 202 and positioning unit 230 of the mobile terminal 90 and the inventory processing unit 302 of the management server 50 execute their respective inventory processing programs.

It is desirable that the vehicle entry processing program on the mobile terminal 90 be started either manually by the user or automatically when the user enters one of the parking lots 20 for initial entry or re-entry and places the vehicle in any vacant parking space 22 within that parking lot 20.

This is because, if a vacant space is found in one of the parking lots 20 during the preceding parking lot guidance, and the user of a certain vehicle is guided to that space, if it takes time for the user to actually enter the same parking lot 20, another vehicle may enter the vacant space in the meantime, and in that case, the same parking lot 20 may become fully occupied.

To automatically start the entry processing program, for example, the mobile terminal 90 can determine whether the measured current position of the mobile terminal 90 is located within one of the parking lots 20, and if it determines that the position of the mobile terminal 90 does not change for a predetermined period of time (or if the amount of change is below a reference value), it can determine that the vehicle has entered one of the vehicle compartments 22, and the mobile terminal 90 can automatically start the entry processing program.

Similarly, instead of or in addition to this, the shipping processing program can be automatically started.

Specifically, in the inventory processing program, in step S1201, the mobile terminal 90 sends a request to the management server 50 to log in to a website operated by the management server 50. Upon receiving the request, the management server 50 establishes communication between the mobile terminal 90 and the management server 50 in step S1251.

Then, in step S1202, the mobile terminal 90 measures the user's current location (longitude and latitude) based on the GPS signal received from the outside by the GPS receiver 152 (or the identification signal received from the on-site transmitter 30). This also constitutes the positioning unit 230.

Next, in step S1203, the mobile terminal 90 determines whether the distance between the measured current location and the parking lot location (longitude and latitude) of each of the multiple parking lots 20 (this location information has already been downloaded to the mobile terminal 90 from the management server 50, as described above) is less than or equal to a reference value, thereby determining whether the user has changed from a state where they are not present in any of the multiple parking lots 20 to a state where they are present in one of the parking lots 20, i.e., whether the user has just entered one of the parking lots 20.

For example, the previous time step S1203 was executed, the distance between the user's current location and the location of any parking lot 20 was longer than a reference value, but the current time step S1203 is executed, it is determined whether that distance is less than or equal to the reference value.

In this embodiment, as with the entry determination in the exit stage, the method of determining whether or not a user has entered a parking lot 20 is not adopted in the entry stage, where the method of determining whether or not a user has entered a parking lot 20 is based on the condition that the user is determined to be in a vehicle and moving (driving) as a result of user behavior analysis.

In other words, even during the entry stage, it is determined whether the user has entered any of the parking lots 20, regardless of whether they are walking or in a vehicle (without performing user behavior analysis using the acceleration sensor 154). This is because, just like with entry during the exit stage, it is common sense to assume that, by its very nature, the user will not normally enter any of the parking lots 20 on foot during the entry stage.

However, instead, the present invention can be implemented in a manner that determines whether a user has entered any parking lot 20, provided that the analysis of the user's behavior indicates that the user is in a vehicle and traveling (driving).

In steps S1202 and S1203, if an on-site transmitter 30 is installed in the relevant parking lot 20, the user's current location, i.e., the current location of the parking lot 20, may be obtained using an identification signal received from the on-site transmitter 30 instead of a GPS signal.

If the user has not entered any parking lot 20, the determination in step S1203 is NO, and the process returns to step S1202. Steps S1202-1203 are repeated until the user enters any parking lot 20.

If the user enters any parking lot 20, the determination in step S1203 will be YES, and the process will proceed to step S1204.

In step S1204, as illustrated in FIG. 24, the mobile terminal 90 displays information for identifying one of the parking lots 20 (e.g., the name and location of the parking lot) on the screen so that it is at least visually clear that this is the current parking lot, i.e., the parking lot 20 selected by the user and where the user is actually staying (hereinafter referred to as the "current parking lot") 20.

Next, in step S1205, the mobile terminal 90 determines whether the user, at the location of the current parking lot 20, has input a parking request (or entry request) to the mobile terminal 90 indicating that they wish to use the current parking lot 20 (by tapping a specific location on the screen or inputting a specific voice).

In the example shown in Figure 25, in step S1205, a parking button (icon, etc.) that the user operates to input a parking request (or parking entry request) into the mobile terminal 90 is displayed on the screen of the mobile terminal 90.

Here, the operation of the user inputting a parking request (or entry request) into the mobile terminal 90, the operation of the user selecting the entry button on the screen of the mobile terminal 90 (see Figure 25), the operation of the user tapping a specific position on the screen of the mobile terminal 90 (for example, the current parking lot P3) (see Figure 24), and the operation of the user inputting a specific voice into the mobile terminal 90 each represent an entry operation as an expression of the user's intention.

If the user does not issue a parking request for the current parking lot 20, the determination in step S1205 is NO, and the process returns to step S1202. Steps S1202-1205 are repeated until a state is reached in which the user issues a parking request for any parking lot 20.

On the other hand, if the user issues a parking request for the current parking lot 20, the determination in step S1205 is YES, and the process proceeds to step S1206.

In this step S1206, the mobile terminal 90 reads the parking lot ID corresponding to the current parking lot 20 from memory 132, and thereby determines the current parking lot ID.

Next, in step S1207, the user inputs vehicle information to the mobile terminal 90 to identify the user's vehicle. One example of this vehicle information is a vehicle number (vehicle license plate number) (e.g., a four-digit number (e.g., 1234)), which is an example of a number unique to the vehicle. Another example of vehicle information is an example of image data unique to the vehicle, which is image data acquired by the user by photographing the vehicle with the camera on the mobile terminal 90.

Then, in step S1208, the mobile terminal 90 transmits to the management server 50 the determined parking lot ID along with a user ID for identifying the user or the mobile terminal 90 (e.g., user ID, user name and address, mobile terminal 90 telephone number, mobile terminal 90 email address, etc.), the entered vehicle information, and parking operation data indicating that the user has performed a parking operation (operation of the parking button) on the mobile terminal 90 as an expression of their intention (see the parking lot status management table shown in Figure 26).

In response, in step S1252, the management server 50 receives the user ID, parking lot ID, and vehicle information. Next, in step S1253, the management server 50 searches memory 162 to determine whether the same combination of user ID, parking lot ID, and vehicle information as the received combination has already been registered, i.e., whether the same user has already parked the same vehicle in the same parking lot 20.

If the vehicle has not been registered, the determination in step S1253 will be NO, the combination of the received user ID, parking lot ID, and vehicle information will be registered in memory 162, the current entry will be treated as the first entry (hereinafter referred to as "treated as the first entry"), and the process will proceed to step S1209.

In contrast, if the vehicle has already been registered, the determination in step S1253 is YES, and the management server 50 determines in step S1254 whether the valid parking time has expired, i.e., whether the time has expired. Specifically, as described below, the management server 50 determines whether the progress monitoring program shown in FIG. 13 has determined that the time has expired. If the time has expired, the determination in step S1254 is YES, and the vehicle is treated as a first-time entry, and in this case, the process also proceeds to step S1209.

On the other hand, if the time has not expired, the determination in step S1254 is NO, and in step S1255, the management server 50 determines whether re-entry is permitted for the current vehicle and user by executing the exit processing program described below with reference to FIG. 17 (if executed prior to the entry processing program shown in FIG. 12).

Whether re-entry is permitted is determined, for example, by determining whether the re-entry permission flag associated with the user ID or parking lot ID in memory 162 of the management server 50 (a flag that, when OFF, indicates that the user is not authorized to re-enter, and when ON, indicates that the user is authorized to re-enter) is ON (see Figure 26).

If restocking is not permitted, the judgment in step S1255 will be NO, the item will be treated as a first stocking, and in this case too, the process will proceed to step S1209.

On the other hand, if restocking is permitted, the determination in step S1255 will be YES, and in step S1256 the management server 50 will send restocking permission data indicating that restocking is permitted to the current user's mobile device 90.

In response, the mobile terminal 90 receives the restocking permission data in step S1214, and then, in step S1215, displays data on the screen indicating that restocking is permitted, as illustrated in Figure 25.

If re-entry is permitted, the mobile terminal 90 does not execute steps S1209-1213, and the management server 50 does not execute steps S1257-1264. As a result, the user is not required to enter valid parking time and pay the parking fee.

On the other hand, if re-entry is not permitted, i.e., if this is the first entry, in step S1209, the user inputs into the mobile terminal 90 the valid parking time, which is the time period during which the user wishes to park the vehicle in the current parking lot 20, or related time information for identifying that valid parking time.

Here, the valid parking time may be defined, for example, as a number representing the length of time. Furthermore, the related time information may be defined as the planned departure time, since the actual entry time is automatically measured by the mobile terminal 90 or management server 50. In this case, since the actual entry time is measured by the mobile terminal 90 or management server 50, the length of the valid parking time can be calculated automatically.

Next, in step S1210, the mobile terminal 90 transmits the input valid parking time (the length of this time is variable and can be extended if the user issues an extension request) or related time information (hereinafter collectively referred to as "valid parking time") to the management server 50.

In response, in step S1257, the management server 50 receives the transmitted valid parking time.

Next, in step S1258, the management server 50 calculates the parking fee for the current user as a prepaid parking fee based on the received valid parking time or other information. Then, in step S1259, the management server 50 transmits the calculated parking fee amount to the mobile terminal 90.

In response, in step S1211, the mobile terminal 90 receives the transmitted parking fee amount. Then, in step S1212, the mobile terminal 90 displays the received parking fee amount on the screen together with related information, such as the length of the valid parking time, the planned departure time, and information representing the current parking lot 20 (e.g., name, address, etc.), as illustrated in FIG. 25.

Next, in step S1213, the mobile terminal 90 allows the user to electronically pay the parking fee (for example, by the mobile terminal 90 accessing a separate payment server). Once the payment is complete, the mobile terminal 90 notifies the management server 50 of this.

In response, upon receiving the payment completion notice, the management server 50, in step S1260, permits the current user to park the vehicle in the current parking lot 20. Specifically, the determination of whether parking is permitted, i.e., whether the vehicle has been officially parked, is made, for example, by determining whether the parking-entry flag (a flag indicating that the user is not authorized to park in the current parking lot 20 when OFF and that the user has been authorized when ON) associated with the user ID or parking lot ID is ON in the parking lot status management table (see FIG. 26) in the management server's memory 162 (see FIG. 26). Next, in step S1261, the management server 50 measures the current time and determines the parking time as the same time.

Then, in step S1262, the management server 50 calculates the planned departure time (this time is a variable time that is updated when the user issues an extension request) by adding the length of the received valid parking time to the determined entry time.

Next, in step S1263, the management server 50 associates the received valid parking time, the calculated parking fee amount, the determined entry time, and the calculated planned exit time with the current combination of user ID, parking lot ID, and vehicle information and registers them in memory 162, thereby creating a parking lot status management table (see Figure 26).

Then, in step S1264, the management server 50 transmits the registered content to the mobile terminal 90. Next, in step S1214, the mobile terminal 90 receives the registered content.

In response, the mobile terminal 90 receives the registered details in step S1214, and then, in step S1215, displays data representing the details on the screen together with data indicating that entry has been permitted (see Figure 25).

<Progress Monitoring>

As shown in FIG. 13, the progress monitoring unit 204 of the mobile terminal 90 and the progress monitoring unit 306 of the management server 50 execute their respective progress monitoring programs.

Specifically, in step S1351, the management server 50 selects the current target user from among multiple users registered in memory 162. Memory 162 stores various data, such as the user ID, parking lot ID, valid parking time, and scheduled departure time, in association with each other.

Next, in step S1352, the management server 50 measures the current time using the clock 172, and then, in step S1353, the scheduled departure time for the current target user is read from the memory 162.

Then, in step S1354, the management server 50 calculates the remaining valid parking time by subtracting the current time from the scheduled departure time. Then, in step S1355, it determines whether the calculated remaining time is equal to or less than 0, i.e., whether the valid parking time has expired.

If the remaining time is longer than 0, the determination in step S1355 is NO, step S1356 is skipped, a "time over" determination is not made, and then in step S1358, another user is selected as the next target user. Then, the process returns to step S1352.

On the other hand, if the remaining time is 0 or less, the determination in step S1355 is YES, and the management server 50 determines in step S1356 that "time is over." Next, in step S1357, the determination result of "time is over" is sent to the mobile device 90 of the current target user along with data indicating the remaining time. After that, in step S1358, another user is designated as the next target user. Next, the process returns to step S1352.

In response, in step S1301, the mobile terminal 90 receives from the management server 50 the determination result that the time is over and the latest value of the remaining time, and then in step S1302, stores data representing that determination in memory 132. Next, in step S1303, the mobile terminal 90 displays data representing that the time is over on the screen to notify the user.

Then, in step S1304, the mobile terminal 90 determines whether the remaining time is shorter than a non-zero reference value T0 (for example, a fixed value such as one hour, or a variable value calculated as approximately 10% of the valid parking time). This determines whether the remaining time is short because the valid parking time is about to expire.

Note that steps S1304 and 1305 are executed regardless of whether the management server 50 executed step S1357 and therefore the mobile terminal 90 executed steps S1301-1303.

If the remaining time is shorter than the reference value T0 (e.g., 1 hour), the determination in step S1304 is YES, and in step S1305, a visual, auditory, or tactile stimulus (e.g., the display of a specific message or button, a buzzer sound, vibration of the mobile terminal 90, etc.) is given to the user from the mobile terminal 90 to send an extension request to the management server 50 via the mobile terminal 90 requesting that the valid parking time be extended.

On the other hand, if the remaining time is not shorter than the reference value T0, the determination in step S1304 is NO, and step S1305 is skipped.

<Vacancy Check>

As shown in Figure 14, the vacancy determination unit 304 of the management server 50 executes a vacancy determination program.

Specifically, in step S1451, the management server 50 selects the current target parking lot from among the multiple parking lots 20 registered in the parking lot status management table in memory 162 (hereinafter simply referred to as "registered in memory 162") as the current target parking lot. As described above, the parking lot status management table in memory 162 stores various data such as the user ID, parking lot ID, valid parking time, and scheduled departure time, all of which are registered in association with one another.

Next, in step S1452, the management server 50 determines whether the latest entry permission for the current target parking lot has been sent to any mobile terminal 90. If it determines that this is the case, in step S1453, the current value of the number of vacant spaces N, which is the total number of currently available spaces 22 (vacant spaces 22) in the current target parking lot, is read from memory 162.

The number of available spaces N is a counter that has its initial value as the total number of spaces 22 available for hourly rental in the target parking lot, and is decremented by one each time the entry of one space (one time, one vehicle) is confirmed, and is incremented by one each time the exit (actual exit and deemed exit) of one space (one time, one vehicle) is confirmed.

Next, in step S1454, the management server 50 subtracts 1 from the number of vacant rooms N, and then in step S1455 updates memory 162 with that value. Next, in step S1456, it determines whether the current value of the number of vacant rooms N is greater than 0 (or a reference value greater than 0, taking into account a margin), i.e., whether there are any vacant rooms in the target parking lot.

If the current value of the number of vacant rooms N is greater than 0, it is determined in step S1457 that there are vacant rooms; otherwise, it is determined in step S1458 that there are no vacant rooms.

Then, in step S1459, in either of the above cases, the management server 50 registers the determination result in memory 162 or updates memory 162 to reflect the determination result. Next, in step S1460, another user is designated as the next target user. Then, the process returns to step S1452.

The above describes the case where the determination in step S1452 is YES because the entry of one vehicle compartment has been confirmed. However, if the determination in step S1452 is NO because the entry of one vehicle compartment has not been confirmed, the management server 50 determines in step S1461 whether the user's exit operation for one vehicle compartment has been confirmed (the actual exit flag is ON).

If the user's unloading operation for one vehicle space is confirmed (the actual unloading flag is ON), the determination in step S1461 is YES, and in step S1462, the management server 50 reads the current value of the number of vacant rooms N from memory 162. Next, in step S1463, the number of vacant rooms N is incremented by 1, and then the process proceeds to step S1455.

On the other hand, if the user's withdrawal operation for one vehicle compartment is not confirmed (the actual withdrawal flag is OFF), the determination in step S1461 is NO, and the management server 50 determines in step S1464 whether a deemed withdrawal for one vehicle compartment has been confirmed (the deemed withdrawal flag is ON).

If the deemed shipment is confirmed, the determination in step S1464 will be YES and the process will proceed to step S1462. However, if the deemed shipment is not confirmed (the deemed shipment completed flag is OFF), the determination in step S1464 will be NO, steps S1462 and S1463 will be skipped, and the process will then proceed to step S1456.

In this example, there are two types of shipping flags: an actual shipping flag and a deemed shipping flag, but it is not essential to use them differently; as described below, a single shipping flag may be used for both.

<Extension request processing>

As shown in FIG. 15, the extension request processing unit 206 in the mobile terminal 90 and the extension request processing unit 308 in the management server 50 execute their respective extension request processing programs.

Specifically, in step S1501, the mobile terminal 90 determines whether the user has input an extension request to the mobile terminal 90. If an extension request has been input, the process proceeds to step S1502; if an extension request has not been input, the process returns to step S1501.

If an extension request is input, the mobile terminal 90 receives, in step S1502, the user inputs the extension time, which is the length by which the valid parking time is to be extended. Then, in step S1503, the mobile terminal 90 transmits to the management server 50, in association with the user ID, the fact that an extension request has been issued and the length of the requested extension time.

In response, in step S1551, the management server 50 receives, in association with the user ID, information that an extension request has been issued and the length of the requested extension time. Next, in step S1552, it calculates an extension fee corresponding to the length of the extension time. Then, in step S1553, it transmits the amount of the extension fee to the mobile terminal 90.

In response, the mobile terminal 90 receives the transmitted extension fee amount in step S1504, and then displays the received extension fee amount on the screen in step S1505. Then, in step S1506, the user is allowed to pay the extension fee electronically.

Next, in step S1507, the mobile terminal 90 notifies the management server 50 that the payment has been completed.

In response, in step S1554, the management server 50 receives the completion of the payment, and then in step S1555, permits the user to extend the valid parking time. Then, in step S1556, the valid parking time is extended, thereby updating the planned departure time to the future. Next, in step S1557, the parking lot status management table in memory 162 is updated with the updated content. Then, in step S1558, the extended valid parking time (the latest valid parking time) and the updated planned departure time are transmitted to the mobile terminal 90.

In response, the mobile terminal 90 receives the latest valid parking time and scheduled departure time in step S1508, and then displays this information on the screen in step S1509. Then, the process returns to step S1501.

<Shipping processing and positioning>

As shown in Figures 16 and 17, the shipping processing unit 208 and positioning unit 230 of the mobile terminal 90 and the shipping processing unit 310 of the management server 50 execute their respective shipping processing programs.

First, in step S1601 shown in FIG. 16, the mobile terminal 90 measures the current location of the mobile terminal 90, i.e., the current location of the user, in the same manner as step S1202 in FIG. 12.

Next, in step S1602, similar to step S1203 in FIG. 12, it is determined whether the user has changed from a state in which they are not present in any of the multiple parking lots 20 to a state in which they are present in one of the parking lots 20, i.e., whether the user has just entered one of the parking lots 20.

If the user has not entered any parking lot 20, the determination in step S1602 is NO, and the process returns to step S1601. Steps S1601-1602 are repeated until the user enters any parking lot 20.

If the user enters any parking lot 20, the determination in step S1602 will be YES, and the process will proceed to step S1603.

In step S1603, the mobile terminal 90 reads from memory 132 the parking lot ID corresponding to the current parking lot 20, thereby obtaining the actual parking lot ID. Next, in step S1604, the parking lot ID corresponding to the parking lot 20 for which entry is permitted, i.e., the current parking lot ID, is read from memory 132.

Then, in step S1605, the mobile terminal 90 determines whether the acquired actual parking lot ID and the current parking lot ID match. In other words, it determines whether the user has currently entered the same parking lot 20 as the parking lot 20 into which the user entered.

Next, in step S1606, the mobile terminal 90 transmits to the management server 50 information that the user is currently in the parking lot 20 in preparation for leaving.

In response, in step S1651, the management server 50 receives information that the user is currently in the parking lot 20 in preparation for leaving. Next, in step S1652, it determines whether the progress monitoring program has determined that the time has expired. If the time has expired, the determination in step S1652 is YES, and in step S1653, a predetermined penalty is imposed on the user.

On the other hand, if it is not determined that the time has expired, the determination in step S1652 is NO, and the management server 50 permits the user to exit the current parking lot 20 in step S1654. Next, in step S1655, data indicating that the user's exit has been permitted is sent to the mobile terminal 90.

In response, in step S1607, the mobile terminal 90 receives data from the management server 50 indicating that the user has been permitted to withdraw the item. Next, in step S1608, a "withdraw button" to be operated by the user is displayed on the screen. This requests the user to perform a withdrawal operation by operating the "withdraw button" to input into the mobile terminal 90 an indication of their intention to withdraw the item.

Next, in step S1609, the mobile terminal 90 determines whether the user has operated the "Exit button." Assuming that the user has operated the "Exit button" (i.e., performed an exit operation), the determination in step S1609 will be YES.

Then, in step S1613, the mobile terminal 90 determines whether the progress monitoring program was executed and a "time limit exceeded" was determined. If the progress monitoring program was executed and a "time limit exceeded" was determined, the determination in step S1613 becomes YES, and in step S1614, a predetermined penalty is imposed on the user.

In contrast, if it is not determined that the time has expired, the determination in step S1613 is NO, and then in step S1615, the mobile terminal 90 reads the traveling flag (a flag that indicates, when ON, that the user is in the vehicle and traveling) managed by the behavior analysis program shown in FIG. 18 and stored in memory 132.

Next, in step S1616, the mobile terminal 90 determines whether the read-out running flag is ON. If it is not ON, the process returns to step S1613. If it is ON (i.e., if the user is in a vehicle and moving (driving)), in step S1617, the current position of the mobile terminal 90, i.e., the current position of the user (e.g., the current position of the vehicle in which the user is riding), is measured in the same manner as in step S1601.

Next, in step S1618, the mobile terminal 90 determines whether the user has changed from being present in the current parking lot 20 to being absent from that parking lot 20, based on whether the user's location measured by the mobile terminal 90 has changed over time, i.e., whether the user has just left the current parking lot 20.

If the user has not yet exited the current parking lot 20, the determination in step S1618 is NO and the process returns to step S1613. Steps S1613-1618 are repeated until the user exits the current parking lot 20.

In other words, among these steps, steps S1615-1618 are a group of steps that determine whether the user has gotten into the vehicle and exited the current parking lot 20 (hereinafter referred to as the "exit determination step group").

When the user exits the current parking lot 20 (in this case, while in the vehicle), the determination in step S1618 becomes YES, and in step S1619, the mobile terminal 90 transmits to the management center 50 data indicating that the user performed the exit operation in step S1613 and data indicating that the user has entered the vehicle and exited the parking lot 20.

In response, in step S1656, the management server 50 receives data from the mobile terminal 90 indicating that the user has gotten into the vehicle and exited the parking lot 20. Next, in step S1657, it determines that the vehicle has been released, and sets the released flag to ON in the parking lot status management table, and also sets the regular release flag to ON (see Figure 26).

Then, in step S1658, the user is prohibited from re-entering the same parking lot 20, and the re-entry permission flag is turned OFF in the parking lot status management table (see Figure 26). Next, in step S1659, data indicating that the user is prohibited from re-entering the same parking lot 20 is sent to the mobile terminal 90.

The above describes the case where the user has performed the exit operation. However, if the user has not yet performed the exit operation, the determination in step S1609 will be NO, and the mobile terminal 90 will determine in step S1610 whether the progress monitoring program has determined that the time has expired, i.e., whether the valid parking time has now expired.

If it is not determined that the time has expired, the determination in step S1610 will be NO, and the mobile terminal 90 will execute the same steps as the exit determination step group in step S1621 to determine whether the user has gotten into the vehicle and left the current parking lot 20. If the user has not yet gotten into the vehicle and left the current parking lot 20, the determination in step S1621 will be NO, and the process will return to step S1609.

In contrast, if the user gets into their vehicle and exits the parking lot 20, the determination in step S1621 becomes YES, and then in step S1622, the mobile terminal 90 permits the user to re-enter the same parking lot 20. Then, in step S1623, data indicating that re-entry has been permitted is sent to the management server 50, and upon receiving this, the management server 50 sets the re-entry permission flag associated with the current user to ON in the parking lot status management table in memory 162.

Then, in step S1627 of FIG. 17, the mobile terminal 90 determines whether the progress monitoring program has determined that the parking time has expired, i.e., whether the valid parking time has now expired.

If it is not determined that the time has expired, the determination is NO and the process returns to step S1627. However, if it is determined that the time has expired, the determination is YES and in step S1629, the mobile terminal 90 determines that the user performed a parking exit operation at this time, i.e., the time when the valid parking time expired, even though no actual parking exit operation was performed, and therefore determines that a deemed exit was performed.

Next, in step S1630, the mobile terminal 90 prohibits the user from re-entering the same parking lot 20. Then, in step S1631, it transmits data indicating that the deemed exit has been performed and data indicating that re-entry is prohibited to the management server 50.

The management server 50 receives the data in step S1662, and then, in step S1663, updates the parking lot status management table in memory 162 to reflect the data. As a result, the exit flag is set to ON, the deemed exit flag is set to ON, and the re-entry permission flag is set to OFF. Furthermore, the temporary exit flag is also set to OFF.

In contrast, if the user does not perform the exit operation or get in and exit the parking lot 20 before the expiration of the valid parking time, if a determination is made in step S1610 of FIG. 16 as to whether or not the "time exceeded" is made, the determination will be YES, and then, in step S1610a, a predetermined penalty will be imposed on the user.

<Behavior analysis>

As shown in FIG. 18, the behavior analysis unit 210 of the mobile terminal 90 executes a behavior analysis program.

First, in step S1801, the mobile terminal 90 measures the user's current location in the same manner as step S1202 in Figure 12.

Next, in step S1802, the mobile terminal 90 determines whether the user is moving. Specifically, it calculates the amount of change between the user's current position measured as described above and a position of the user (more precisely, the position of the mobile terminal 90) measured in the past in a similar manner and stored in memory 132.

If the amount of change is equal to or greater than the reference value, it is determined that the user is moving. On the other hand, if the amount of change is less than the reference value, the mobile terminal 90 determines in step S1818 that the user is stopped (stationary). Next, in step S1819, the walking flag, which is ON and indicates that the user is walking, is turned OFF, and further, in step S1820, the running flag is also turned OFF.

In addition, when a parking lot 20 has an on-site transmitter 30 installed, the determination of whether the user is moving by executing steps S1801 and 1802 may alternatively or additionally be performed by measuring the distance between the mobile terminal 90 and the user based on the strength of the signal received from the on-site transmitter 30, and determining whether the user is moving based on whether that distance changes over time.

If it is determined that the user is moving, then in step S1803, the mobile terminal 90 acquires a signal from the acceleration sensor 154 and, based on that signal, measures an original waveform representing the time profile (time series) of acceleration acting on the mobile terminal 90 (caused by user vibrations and/or vehicle vibrations).

As shown in Figures 19(b) and 21(b), the portion of the continuous original waveform that is covered by an analysis window having a predetermined time width and extending from the current time to the past is the subject of this analysis.

Figure 19(a) shows a graph of an example of the original waveform of acceleration G measured when a user is walking with a central acceleration of 0 (a state in which the acceleration of the low-frequency component of the acceleration waveform (the user's actual walking acceleration) is 0), while Figure 21(a) shows a graph of an example of the original waveform of acceleration G measured when a user is traveling in a vehicle with a central acceleration of 0 (a state in which the acceleration of the low-frequency component of the acceleration waveform (the vehicle's actual driving acceleration) is 0).

As a result, both Figure 19(a) and Figure 21(a) essentially show only the high-frequency components of the acceleration waveform of the mobile terminal 90. Here, when low-frequency components are treated as the main components, the high-frequency components refer to noise components, and conversely, when high-frequency components are treated as the main components, the low-frequency components refer to noise components.

Figure 19(b) shows a graph of the maximum intensity of the portion of the original waveform measured while the user is walking that is within the most recent analysis window, while Figure 21(b) shows a graph of the maximum intensity of the portion of the original waveform measured while the user is running that is within the most recent analysis window.

Figure 20(a) shows a graph of the large amplitude frequency components of the original waveform measured while the user is walking that are present within the most recent analysis window, while Figure 22(a) shows a graph of the large amplitude frequency components of the original waveform measured while the user is running that are present within the most recent analysis window.

Figure 20(b) shows a graph of the small amplitude frequency components of the portion of the original waveform measured while the user is walking that is within the most recent analysis window, while Figure 22(b) shows a graph of the small amplitude frequencies of the portion of the original waveform measured while the user is running that is within the most recent analysis window.

Then, in step S1804, the mobile terminal 90 performs intensity analysis. In one example, peak hold is performed on the upper part of the measured original waveform (a waveform that progresses while oscillating up and down) to obtain the envelope of that upper part, and similarly, peak hold is performed on the lower part of the original waveform to obtain the envelope of that lower part.

Next, in step S1805, the mobile terminal 90 measures the substantial maximum intensity I that represents the measured original waveform.

In one example, as illustrated in Figures 19(b) and 21(b), the maximum intensity I is measured as the difference (approximate amplitude) between the maximum value of the upper envelope and the minimum value of the lower envelope. This example simplifies the calculation of maximum intensity I compared to the example described below.

In another example, not shown, the difference between the two acquired envelopes is sampled at regular time intervals, and the maximum intensity I is measured as the substantially largest of the multiple sample values of the difference, i.e., amplitude.

Then, in step S1806, the mobile terminal 90 determines whether the measured maximum intensity I is greater than the first threshold value I0. If it is greater, the determination in step S1806 is YES.

Next, in step S1807, the mobile terminal 90 performs frequency analysis. Specifically, signal processing such as Fourier transform, high-pass filtering, and low-pass filtering is performed on the measured original waveform. This extracts multiple frequency components from the original waveform.

Then, in step S1808, the mobile terminal 90 measures the frequency F of the frequency component with the largest amplitude. In the example shown in FIG. 20, "F1" is the frequency of the large-amplitude frequency component, and in the example shown in FIG. 22, "F2" is the frequency of the large-amplitude frequency component.

Next, in step S1809, the mobile terminal 90 determines whether the measured frequency F is less than the second threshold value F0. If it is less, the determination in step S1809 is YES.

Then, in step S1810, the mobile terminal 90 determines that the user is currently walking and not in a vehicle. Next, in step S1811, the walking flag stored in memory 132 is turned ON. Then, in step S1812, while the flag is ON, the running flag stored in memory 132 is turned OFF. Next, the process returns to step S1801.

The above describes the case where the maximum intensity I is greater than the first threshold value I0. However, if the maximum intensity I is equal to or less than the first threshold value I0, the determination in step S1806 is NO, and the mobile terminal 90 determines in step S1813 whether the walking flag is ON. If it is ON, it determines in step S1814 that the user is running. However, if it is not ON, i.e., if it is OFF, steps S1814-1817 are skipped and the process returns to step S1801.

The reason for this is that, in a user's normal behavioral pattern, it is not possible for the user to enter a parking lot 20 and immediately get into a vehicle. Instead, the user first walks into the parking lot 20, then walks further, gets into a parked vehicle, and then drives in the vehicle to the exit of the parking lot 20.

In order to improve the accuracy of analyzing user behavior by taking into account the behavioral patterns expected of such users, in this embodiment, if the walking flag is not ON and the determination in step S1806 or step S1809 is NO, the user is not determined to be running.

Following execution of step S1814, the mobile terminal 90 determines in step S1815 that the user has just gotten into the vehicle. This is because the user's behavior has just shifted from walking to running.

This determination immediately after boarding may be used, for example, as a trigger to count up the number of available spaces N. In that case, as in the example shown in Figure 14, other potential users can be notified of the existence of available spaces earlier than when a parking lot exit operation or deemed exit is used as a count-up trigger, thereby achieving the effect of improving the utilization rate of parking lot 20.

Then, in step S1816, the mobile terminal 90 turns the running flag ON, and then in step S1817, turns the walking flag OFF. Then, the process returns to step S1801.

Note that among the multiple steps in FIG. 18, for example, all or part of steps S1802-1820 may be executed by the management server 50 rather than by the mobile terminal 90 in order to reduce the processing load on the mobile terminal 90.

[Second embodiment]

Next, we will explain a parking lot management system 10 and parking lot management method according to an exemplary second embodiment of the present invention. However, elements that are common to the first embodiment will be referred to using the same symbols or names, and duplicate explanations will be omitted, and only the different elements will be explained in detail.

This embodiment is similar to the first embodiment described above, except that the behavior analysis program shown in FIG. 23 is executed instead of the behavior analysis program shown in FIG. 18.

The behavior analysis program shown in Figure 23 has steps S2301-2303 and 2306-23016, which are common to steps S1801-1803 and 1810-1820, respectively, of the behavior analysis program shown in Figure 18.

The behavioral analysis program shown in FIG. 23 further includes step S2304, which replaces steps S1804, 1805, 1807, and 1808 of the behavioral analysis program shown in FIG. 18.

The behavioral analysis program shown in FIG. 23 further includes step S2305, which replaces steps S1806 and S1809 of the behavioral analysis program shown in FIG. 18.

When the behavior analysis program shown in FIG. 23 is executed by the mobile terminal 90, in step S2304, the mobile terminal 90 detects the number of steps N of the user based on a series of multiple accelerations measured from moment to moment by the acceleration sensor 154. This detection is performed by the mobile terminal 90 executing a step detection algorithm.

Furthermore, in step S2305, if the detected number of steps N is greater than the third threshold value N0, it is determined in step S2306 that the user is walking. On the other hand, if the detected number of steps N is equal to or less than the third threshold value N0, it is determined in step S2310 that the user is running, provided that the walking flag is ON.

The reason for this is that when the user is running, the acceleration, i.e., vibrations, applied to the acceleration sensor 154 from the user and vehicle are weaker than when the user is walking. Such weak acceleration, i.e., vibrations, are not detected by the step detection algorithm executed in step S2304. Therefore, if the number of steps N is small, it is determined that the user is running, and vice versa.

[Some exemplary effects obtained by the above-described embodiments]

1. Reducing the costs and labor that parking lot managers must bear in relation to the facilities at parking lot 20.

According to this embodiment, by using the user's mobile terminal 90 instead of using equipment installed in the parking lot 20, it is possible to determine whether the user exited the parking lot 20 in their own vehicle during the exit stage, or whether the user exited the parking lot 20 as a pedestrian without getting into their own vehicle.

Therefore, according to this embodiment, it is no longer necessary to install a dedicated sensor (e.g., a loop coil) that electromagnetically detects the passage of a vehicle in the parking lot 20 to detect the vehicle's exit.

Therefore, this embodiment makes it easy to reduce the costs and labor required for manufacturing or purchasing, installing, and maintaining and inspecting equipment installed in the parking lot 20.

2. Reducing the operations and burden required of users during the shipping stage

According to this embodiment, even if the user inadvertently forgets to perform the exit operation during the exit stage and exits the parking lot 20, the vehicle will automatically be treated as having been exited once the valid parking time has expired.

Therefore, according to this embodiment, even if a user inadvertently leaves the parking lot 20 without performing the exit operation, the user is spared the need for additional operations and the time and financial burden. For example, the user is spared the need to pay an extension fee.

3. Improved usability for users who need to re-enter the same parking lot 20

According to this embodiment, if the user intentionally leaves the parking lot 20 while suspending the exit operation, the user can re-enter the same parking lot 20 and use the parking lot 20 intermittently as many times as necessary until the valid parking time expires.

4. Improve the accuracy with which parking lot managers estimate the number of vacant spaces in parking lot 20.

1) First reason

In this embodiment, as described above, the vacancy determination unit 304 determines whether there are any unused vacant spaces among the multiple spaces within the parking lot 20 based on the number of confirmed entries and exits.

Specifically, the vacancy determination unit 304 has a subtraction unit that subtracts one from the number of vacant spaces N, which is the number of unused vacant spaces among the multiple spaces in the parking lot 20, each time a single entry is confirmed, and an addition unit that adds one to the number of vacant spaces N each time an actual or deemed exit operation is confirmed.

However, if the addition unit were instead configured to not increment the number of vacant spaces N by one unless an actual vehicle departure operation was confirmed, the number of vacant spaces N would not increase even if a deemed departure was confirmed, i.e., even if the vehicle whose deemed departure was confirmed was not actually present in the parking lot 20. This would not accurately reflect the actual operating status of the parking lot 20, and vacant spaces in the parking lot 20 would end up being wasted and not used for parking, resulting in no improvement in the operating rate of the parking lot 20.

In contrast, according to this embodiment, the addition unit increases the number of vacant rooms N not only when one actual withdrawal operation is confirmed, but also when one deemed withdrawal is confirmed.

Therefore, according to this embodiment, the accuracy of estimating the number N of vacant spaces in the parking lot 20 is improved, and vacant spaces in the parking lot 20 are not wasted for parking, making it easier to increase the utilization rate of the parking lot 20.

2) Second reason

Instead of this embodiment, the present invention can be implemented in such a way that, in the exit stage, once the valid parking time has expired, the vehicle is treated as having been exited and the number of vacant spaces N is incremented by 1, regardless of whether or not the user actually performs the exit operation.

This may have the advantage of improving usability for users, as it eliminates the need for unloading operations.

However, this can have drawbacks for the parking lot manager. This is because, unless the user is requested to perform an exit operation to confirm their intention to leave, even if the user actually leaves parking lot 20 much earlier than the expiration of the valid parking time and that space becomes vacant, the adder will not add the number of vacant spaces N until the valid parking time expires, and the management server 50 will not be able to notify potential multiple users that one vacant space has actually been added.

In contrast, according to this embodiment, the user is generally requested to perform an exit operation as an indication of their intention to exit the parking lot 20.

In order to make the user aware that a request to exit the parking lot 20 is being made, in this embodiment, if the user enters the parking lot 20 to exit the parking lot 20 but does not perform the exit operation or get into the vehicle to exit the parking lot 20, the user is prompted via the user's mobile terminal 90 to input an extension request into the mobile terminal 90.

The notification can be made visually (by displaying a specific message or button), audibly (by emitting a specific sound), or tactilely (by vibrating the mobile terminal 90) by the mobile terminal 90.

Therefore, according to this embodiment, even by requesting the user to perform a parking operation, the accuracy of estimating the number of vacant spaces N in the parking lot 20 is improved, and vacant spaces in the parking lot 20 are not wasted for parking, making it easier to increase the utilization rate of the parking lot 20.

5. Increased flexibility for parking lot managers to set individual parking fees for each user.

In this embodiment, users communicate with the management server 50 via their own mobile terminals 90. The management server 50 calculates parking fees for all users, but it is not essential that the same fee calculation rules be used for all users.

This is because the management server 50 can respond individually to each user's mobile device 90, and the parking lot manager does not need to go to the parking lot 20 to rewrite the fee table on the fee sign installed at the parking lot 20.

The management server 50 may calculate parking fees flexibly or dynamically, for example, according to some of the following rules:

1) Parking lot occupancy rate response rules

The system flexibly calculates each user's individual parking fee by providing feedback on which parking lot 20 the user is currently using, so that parking lots 20 with low actual occupancy rates are charged lower fees and parking lots 20 with high actual occupancy rates are charged higher fees.

2) Hourly occupancy rate response rules

For each parking lot 20, the system flexibly calculates each user's individual parking fee by providing feedback on the time period each time, so that the fee is lower when the actual occupancy rate is low and higher when the actual occupancy rate is high.

3) Time-of-day response rules

The system flexibly calculates each user's individual parking fee by providing feedback on the time period each time, so that low fees are charged during times when the occupancy rate of each parking lot 20 is statistically predicted to be low, and high fees are charged during times when the occupancy rate is statistically predicted to be high.

4) Usage history-responsive rules

The system flexibly calculates each user's individual parking fee by feeding back each user's actual individual usage frequency, so that the fee is higher when each user uses the parking lot 20 less frequently and lower when the user uses it more frequently.

5) Day-of-the-Week Response Rules

The system detects which day of the week it is on each occasion and uses this information as feedback to flexibly calculate each user's individual parking fee, so that a low fee is charged on days when the occupancy rate of each parking lot 20 is statistically predicted to be low, and a high fee is charged on days when the occupancy rate is statistically predicted to be high.

6) Weather-Responsive Rules

The system detects the weather each time and uses this information as feedback to flexibly calculate each user's individual parking fee, so that when the weather is such that the occupancy rate of each parking lot 20 is statistically predicted to be low, the fee is low, and when the weather is such that the occupancy rate is statistically predicted to be high, the fee is high.

6. Parking lot managers can change parking fees in real time.

Generally, parking lots are equipped with fee signs to allow users to calculate parking fees for each parking lot. These fee signs are not usually designed to allow remote control of the amount displayed, requiring workers to visit the site and manually replace the display panel. Therefore, as long as parking lots require fee signs, it is physically difficult to change the parking fee calculation rules in real time.

In contrast, according to this embodiment, the parking fee amount can be calculated by the management server 50 individually for each parking lot, each user, and each time period, and no fee signboards installed in the parking lot 20 are required to calculate the parking fee amount.

Therefore, according to this embodiment, the parking lot manager can change the parking fee amount in real time depending on external and internal factors, such as the expected demand for their parking lot at that time (such as the number of users expected to use the parking lot geographically) (an example of an external factor), the actual occupancy rate of their parking lot at that time (an example of an internal factor), and the actual occupancy rate of other adjacent parking lots (an example of an external factor).

7. In response to the type of action (movement, behavior) of the user entering the parking lot 20 (entering with the vehicle in the vehicle) and/or exiting (leaving with the vehicle in the vehicle), the corresponding portion of the parking app on the user's mobile device 90 is automatically launched.

Specifically, for example, the user's mobile terminal 90 uses at least one of the GPS receiver 152 (a functional unit that detects the user's location and the direction of movement) and the acceleration sensor 154 (a functional unit that determines whether the user is walking or running) to determine in the background the type of user action (movement, behavior) of entering and/or leaving the vehicle. When the mobile terminal 90 detects entry, it launches the entry processing program, and when it detects leaving, it launches the exit processing program.

8. Automating parking lot 20 entry and exit processes while clearly expressing user intent

In this embodiment, the mobile terminal 90 and management server 50 do not completely automate the entry and exit process. Instead, when the user's mobile terminal 90 detects entry into one of the parking lots 20 (entering by getting into the vehicle), it displays an entry button on the screen to confirm the user's intention (see Figure 25). Furthermore, when it detects exit from the same parking lot 20 (exiting by getting into the vehicle), it displays an exit button to confirm the user's intention (see Figure 25).

Furthermore, when the user performs a storing operation by selecting the storing button, the storing processing program changes the storing completion flag from OFF to ON (see Figure 26). On the other hand, when the user performs a retrieval operation by selecting the retrieval button, the retrieval processing program changes the retrieval completion flag from OFF to ON (see Figure 26).

This prevents the mobile terminal 90 and management server 50 from operating against the user's will, i.e., from malfunctioning.

9. User behavior analysis using the acceleration sensor 154 in the mobile terminal 90 is omitted during the storage stage.

During the storage stage, the mobile terminal 90 analyzes the user's behavior using the GPS receiver 152 but not the acceleration sensor 154, but during the delivery stage, it analyzes the user's behavior using both the GPS receiver 152 and the acceleration sensor 154.

Therefore, user behavior analysis using the acceleration sensor 154 in the mobile terminal 90 is performed only during the delivery stage, and is omitted during the arrival stage because the need for such analysis is relatively low, preventing unnecessary power consumption.

[Third embodiment]

Next, we will explain a parking lot management system 10 and parking lot management method according to an exemplary third embodiment of the present invention. However, elements common to the first and second embodiments will be referred to using the same symbols or names, and duplicate explanations will be omitted; only the different elements will be explained in detail.

As shown in FIG. 27 , in this embodiment, the mobile terminal 90 further includes a built-in gyro sensor (or yaw rate sensor) 156 that detects its own angular velocity (e.g., rotational velocity around an axis fixed to the mobile terminal 90). Because the gyro sensor 156 is mounted on the mobile terminal 90, it rotates integrally with the mobile terminal 90. As a result, the gyro sensor 156 detects the angular velocity of the rotational motion around each measurement reference axis (X, Y, Z) as equivalent to the angular velocity acting on the mobile terminal 90.

Specifically, when a user carries (wears) the mobile terminal 90, the gyro sensor 156 tends to move in unison with the user, and therefore detects the angular velocity acting on the user or a corresponding approximate value (such as a value that changes in conjunction with the angular velocity).

In contrast, when the user of the mobile terminal 90 is in a vehicle, the user tends to move integrally with the vehicle. As a result, when the vehicle is turning, the gyro sensor 156 tends to yaw (rotational movement around the vertical centerline of the vehicle) integrally with the vehicle. Therefore, the gyro sensor 156 detects angular velocities acting on the vehicle (e.g., the yaw rate of the vehicle, the turning angular velocity of the vehicle, etc.) or an approximate value corresponding thereto. In other words, the gyro sensor 156 is an example of a rotational motion state quantity acquisition unit that acquires the rotational motion of the vehicle by detecting or estimating it.

Furthermore, with regard to layout, when the user of the mobile device 90 is in the vehicle, the mobile device 90 may be separated from the user's body and placed in a specific location within the vehicle, for example, as illustrated in FIG. 28 , in a recess 182 (e.g., a storage pocket) in an interior part such as a dashboard 180 located approximately in the center of the vehicle. In this case, the gyro sensor 156 has a strong tendency to move integrally with the vehicle rather than with the user, and therefore, while the vehicle is turning, it can detect the angular velocity acting on the vehicle (e.g., the yaw rate of the vehicle, the turning angular velocity of the vehicle, etc.) with greater accuracy than when the user is wearing the mobile device 90 inside the vehicle.

In the example shown in FIG. 28, the mobile terminal 90 is placed in an upward-opening recess 182 provided in the dashboard 180, ideally in a position where one of the measurement reference axes of the gyro sensor 156 and the vertical center line of the vehicle are approximately parallel to each other. In this example, the installed position and orientation of the gyro sensor 156 enable it to detect the vehicle's yaw rate with sufficient accuracy.

For example, if we focus on the measurement reference axis of the gyro sensor 156 in a direction parallel to the thickness direction of the mobile device 90 (perpendicular to the screen), when the mobile device 90 is placed in the recess 182 facing almost directly upward, as in the example shown in Figure 28, the measurement reference axis currently being focused on and the vertical center line of the vehicle will be almost parallel to each other.

However, when the mobile terminal 90 is placed inside a vehicle, regardless of whether it is carried by a user or not, the reference axis of the gyro sensor 156 may include a component that is not parallel to the vertical center line of the vehicle. In this case, the angular velocity detected by the gyro sensor 156 does not strictly match the yaw rate of the vehicle.

However, as long as the gyro sensor 156 is held fixed within the vehicle in an orientation in which the measurement reference axis of the gyro sensor 156 includes a component parallel to the vertical centerline of the vehicle, it is easy to predict that a certain correlation will be established between the angular velocity detected by the gyro sensor 156 and the vehicle's yaw rate.

Therefore, unless there are special circumstances, it is easy to assume that the absolute value of the angular velocity detected by the gyro sensor 156 will be greater when the vehicle is turning than when the vehicle is traveling straight ahead. Therefore, regardless of the orientation of the mobile terminal 90 within the vehicle, it is reasonable to use the gyro sensor 156 as a sensor that is sufficient as long as it can distinguish whether the vehicle is turning or not.

The gyro sensor 156 can be replaced with a sensor that detects the angular acceleration of the mobile terminal 90 (e.g., yaw rate differential), or with a sensor that detects the angle of the mobile terminal 90 (e.g., yaw angle) (e.g., a geomagnetic sensor 157, tilt sensor, gravity sensor, etc., described below).

As shown in FIG. 27, the mobile terminal 90 further includes a built-in geomagnetic sensor (also called a magnetic sensor) 157. The geomagnetic sensor 157 uses the Earth's magnetic field to detect the orientation of the mobile terminal 90 relative to absolute space (e.g., the angle from magnetic north). Therefore, if the mobile terminal 90 is fixed to the vehicle, the geomagnetic sensor 157 can sequentially detect the orientation of the vehicle relative to absolute space. When both the gyro sensor 156 and the geomagnetic sensor 157 are used inside the vehicle (ideally in a fixed position), these sensors function as motion sensors or dynamic behavior acquisition units that detect the dynamic behavior of the vehicle.

For example, as shown in FIG. 28, when the mobile terminal 90 is placed in the recess 182 facing almost directly upward, the measurement reference axis of the geomagnetic sensor 157 and the vertical center line of the vehicle are almost parallel to each other. In this case, the geomagnetic sensor 157 can detect the yaw angle of the vehicle, i.e., the orientation of the vehicle relative to absolute space when viewed from directly above.

If the frequency of changes in orientation (for example, the frequency of changes in the sign of orientation) is high, it can be determined that the vehicle has been turning frequently. In other words, this geomagnetic sensor 157 is also an example of a rotational motion state quantity acquisition unit that acquires the rotational motion of the vehicle by detecting or estimating it.

Note that the rotational motion state quantity acquisition unit in some of the examples described above can indirectly detect the rotational motion of the vehicle as the user's rotational operation of the vehicle's steering wheel SW (see FIG. 28). For this reason, the mobile terminal 90 may be attached to the steering wheel SW so as to rotate integrally with it, for example.

As shown in Figure 27, the mobile terminal 90 also has a built-in proximity sensor 158. The vehicle's proximity sensor 158 is, for example, a capacitance type, and detects changes in capacitance that occur between the sensor and the object to be detected. The detected change in capacitance varies depending on the size of the object to be detected and the distance d from the object to be detected.

The detection target can be the user, a vehicle, or an object (whether made of metal or synthetic resin) including parts inside the vehicle. The proximity sensor 158 detects the distance d relative to an object located in the vicinity of the mobile terminal 90, based on the position of the mobile terminal 90. This detection value does not depend on the behavior of the vehicle. This is because the distance between the proximity sensor 158 and the surrounding object does not change even if the behavior of the vehicle changes.

In the example shown in FIG. 28, the detection target is a detectable member (partition, cover, etc.) 184 that is fixedly, removably, or retractably attached to the dashboard 182. This detectable member 184 is installed within a range that can be detected by the proximity sensor 158, and is installed, for example, so as to at least partially cover the screen of the mobile device 90 from the front. The non-detectable member 184 may have a shape or layout that does not substantially obstruct the user's view of the screen of the mobile device 90 while the user is operating the vehicle.

Furthermore, when the proximity sensor 158 detects a detectable member 184 that is fixed to the vehicle (acting as a stationary member within the vehicle), if the distance d detected by the proximity sensor 158 does not change over time and is steady, it can be assumed that the mobile terminal 90 is placed in the same position relative to the vehicle. In contrast, if the distance d detected by the proximity sensor 158 changes over time and is unsteady, it can be assumed that the mobile terminal 90 is placed in a position that fluctuates relative to the vehicle. A typical example of such a position is the user's body.

Therefore, by combining the proximity sensor 158, i.e., the mobile terminal 90, with the detectable member 184 fixed to the vehicle, it is possible to estimate whether the mobile terminal 90 is being carried by the user.

By using the proximity sensor 158 inside the vehicle, it is possible to distinguish whether the mobile terminal 90 is being carried by the user while aboard, or whether it is not being carried and is instead placed somewhere fixed inside the vehicle.

As a specific example of an algorithm for making this distinction, if the time profile (time series data) of the capacitance change (or distance) detected by the proximity sensor 158 is unsteady and/or the detected distance d is longer than the threshold value d0 (for example, because the proximity sensor 158 cannot detect the non-detection member 184), it is determined that there is a high possibility that the mobile terminal 90 is being carried by the user while riding.

On the other hand, if the time profile of the capacitance change (or distance) detected by the proximity sensor 158 is substantially steady and/or the detected distance d does not exceed the threshold value d0 (for example, because the proximity sensor 158 continues to detect the non-detection member 184 as shown in FIG. 28), it can be determined that the mobile terminal 90 is not being carried by the user while aboard the vehicle, and is likely to be placed somewhere in the vehicle interior (a specific position within the dashboard 182).

Note that implementation may involve determining whether the time profile of the capacitance change (or distance) detected by the proximity sensor 158 is substantially steady, but not determining whether the detected distance d exceeds the threshold value d0. If the detected value waveform is steady, the user is not wearing the mobile terminal 90, and the mobile terminal 90 is stationary despite the user's physical movements. Therefore, in this scenario, which primarily discusses whether or not the vehicle has entered the parking lot 20, it is reasonable to infer that the mobile terminal 90 is fixedly placed inside the vehicle as long as it is determined that the mobile terminal 90 is stationary. Furthermore, this embodiment eliminates the need to install additional components such as the detection target member 184 in the vehicle.

On the other hand, when the mobile terminal 90 is carried by the user while in the vehicle, the acceleration sensor 154, gyro sensor 156, and geomagnetic sensor 157 each detect the corresponding vehicle behavior with low accuracy. However, when the mobile terminal 90 is placed fixedly somewhere inside the vehicle while in the vehicle, the acceleration sensor 154, gyro sensor 156, and geomagnetic sensor 157 each detect the corresponding vehicle behavior with high accuracy.

Therefore, the proximity sensor 158 can be used to ensure that the acceleration sensor 154, gyro sensor 156, and geomagnetic sensor 157 can detect the corresponding vehicle behavior with high accuracy.

The system 10 according to this embodiment has the same characteristic units (program execution units or functional units) as those shown in FIG. 7, except for the inventory processing unit 202, the outbound processing unit 208, and the behavior analysis unit 210. Furthermore, the inventory processing unit 202 executes the same inventory processing program as shown in FIG. 12, except for step S1203 in FIG. 12, and the outbound processing unit 208 executes the same outbound processing program as shown in FIGS. 16 and 17, except for steps S1602, S1615-S1618 (the outbound determination step group) and S1621 in FIG. 16 and step S1627 in FIG. 17.

Figure 29 shows a flowchart of a modified example that replaces step S1203 of the entry processing program shown in Figure 12, which is an entry-time entry parking lot identification module that identifies the parking lot into which the user entered during the entry stage.

This entry parking lot identification module executes a parking lot identification method that includes the following multiple steps:

A. Entry judgment process

In the entry stage, as shown in FIG. 32, it is determined whether the current position CP measured by the positioning unit 230 (a GPS positioning unit or a base station positioning unit using a coordinate system fixed on the Earth) has transitioned from a state in which it is outside all spatial regions SP centered on the reference coordinate point RP (longitude, latitude) for all parking lots 20 to a state in which it is within any spatial region SP centered on the reference coordinate point RP (longitude, latitude) for any parking lot 20. This determines whether the current position CP has entered any spatial region SP corresponding to any parking lot 20.

In the example shown in Figure 32, the vehicle AM moves from a current position CP1 outside the spatial region SP to a current position CP2 within the spatial region SP, and as a result, it is determined that the current position CP has entered the spatial region SP at that point.

The spatial region SP may be defined using multiple coordinate points (e.g., a collection of multiple coordinate points for defining the boundary lines of the corresponding parking lot 20) so as to geometrically accurately reflect the boundary lines of the parking lot 20 or their equivalent. However, in this case, the size of the data required for the definition will be large, and it will be necessary to allocate a corresponding communication load and storage capacity to the mobile terminal 90.

In contrast, in the example shown in Figure 32, one spatial region SP is defined as one circular region (which may be a collection of multiple circular regions). This one circular region has one radius r centered at one reference coordinate point RP. Therefore, one spatial region SP is defined by only a relatively small data set consisting of data representing one reference coordinate point RP and data representing one radius r. Therefore, this example reduces the communication load and storage capacity of the mobile terminal 90.

However, when one spatial region SP is defined as at least one circular region, it is usually difficult for one spatial region SP to cover the entire site of a corresponding parking lot 20 without any excess or deficiency.

Specifically, in the example shown in Figure 32, a single circular area includes parts outside the premises of the corresponding parking lot 20, as priority is given to covering all non-circular areas within the premises of the corresponding parking lot 20.

As a result, if the location information (positioning unit 230) acquired by the mobile terminal 90 is used alone to determine which parking lot 20 the vehicle has entered, there is a risk that the vehicle AM may be erroneously determined to have entered a certain parking lot 20, even if the vehicle AM is located outside the premises of that parking lot 20.

However, as a result of the inventors' research, it has been discovered that, in general, when a vehicle, regardless of type, is driven in a parking lot, the vehicle exhibits unique behavior that is not present when the vehicle is driven on a normal road.

Specifically, as shown in Figure 1, each parking lot 20 typically has multiple parking spaces arranged closely together, requiring the user to select one of these spaces and enter that parking lot 20 from an adjacent road. As a result, it has been found that vehicles perform turning maneuvers (left steering, right steering, return steering, maintaining steering, etc.) and acceleration/deceleration maneuvers (braking, accelerating, decelerating, starting, stopping, reversing, etc.) more frequently within each parking lot 20 than when driving on a normal road.

Based on this knowledge, in this embodiment, using the position information (positioning unit 230) acquired by the mobile terminal 90, it is not determined that the vehicle AM has entered the parking lot 20 guided by the position information simply because the condition that the vehicle AM has transitioned from being located outside all spatial regions SP of all parking lots 20 to being located within any spatial region SP of any parking lot 20 is met.

In this embodiment, it is only when multiple conditions are met simultaneously, including that condition and the condition that vehicle AM performs frequent turning (or alternatively or in addition to frequent acceleration and deceleration), as will be described in detail later, that vehicle AM is determined to be in the parking lot 20 guided by the location information.

B. Occupancy status determination process

During the entry stage, the acceleration of the mobile terminal 90 is detected using the acceleration sensor 154 (an example of the acceleration acquisition unit), and a determination is made as to whether or not the user is likely to be in the vehicle AM based on the amplitude and/or frequency of the high-frequency components in the waveform of the detected acceleration.

When considering the function and use of acceleration sensor 154, if the acceleration waveform detected by acceleration sensor 154 is used to detect the amplitude and/or frequency of the acceleration waveform (vibration waveform) generated in mobile terminal 90, acceleration sensor 154 constitutes an example of a vibration acquisition unit. On the other hand, if acceleration sensor 154 is used to detect the acceleration (axial acceleration) of the translational movement of mobile terminal 90, acceleration sensor 154 constitutes an example of a typical acceleration acquisition unit.

As mentioned above, Figure 21(a) shows an example of an acceleration waveform of the mobile terminal 90 when the user is walking with the central acceleration being 0, and Figure 21(a) shows an example of an acceleration waveform of the mobile terminal 90 when the user is riding in a vehicle that is moving with the central acceleration being 0 .

Thanks to this occupancy state determination process, the in-vehicle loading state determination process, high-frequency turning state determination process, and high-frequency acceleration/deceleration state determination process, which will be described later, are not executed when the user is not in the vehicle AM but walking in one of the parking lots 20, because these determination processes are designed to be executed while the user is in the vehicle, or even if they are executed, the execution results are ignored.

As a result, this occupancy status determination process allows the parking lot 20 to be completely unmanned, and even though the installation of special equipment in the parking lot 20 is eliminated, malfunctions of the system are suppressed, improving the reliability of the system's determination results.

However, it is possible to implement the present invention without this occupancy status determination process.

C. Vehicle loading status determination process

During the entry stage, the proximity sensor 158 is used to determine whether the mobile terminal 90 is not being carried by the user while aboard the vehicle, and whether the mobile terminal 90 is likely to be permanently placed inside the vehicle AM, as shown in Figure 28.

Thanks to this in-vehicle loading state determination process, the high-frequency turning state determination process and high-frequency acceleration/deceleration state determination process described below are not executed when the user is carrying the mobile terminal 90 while aboard the vehicle AM, as this could reduce the accuracy of these determination processes. Therefore, even if they are executed, the execution results are ignored.

As a result, this in-vehicle loading status determination process, like the occupancy status determination process, reduces malfunctions of the system and improves the reliability of the system's determination results.

However, it is possible to implement the present invention without performing this in-vehicle loading status determination process.

D. High-Frequency Turning State Determination Process

During the storage stage, the gyro sensor 156 or geomagnetic sensor 157 (both are examples of the rotational motion state quantity acquisition unit) is used to detect the angular velocity (particularly the yaw rate θ) of the rotational motion (particularly the yaw motion) of the mobile terminal 90, and based on the frequency of change in the detected angular velocity, it is determined whether the vehicle is in a high-frequency turning state, in which it is turning more frequently than would be expected if the vehicle were traveling on a normal road.

Here, the frequency of change in angular velocity is equivalent to, for example, the frequency of change in the sign of the angular velocity (e.g., the direction of yaw movement), i.e., the number of times the user turns the vehicle's steering wheel SW (see Figure 28) per certain period of time.

Specifically, in the example of the parking lot 20 shown in Figure 1, a vehicle traveling on an adjacent road enters the parking lot 20 through the entrance/exit gate 24, drives through the parking lot 20, and selects one of the compartments 22 as the target compartment 22. In order to enter the target compartment 22, for example, one possible scenario is for the vehicle to travel from left to right on the adjacent road, turn left to enter the parking lot 20, and then turn right to enter and park in one of the five compartments 22 on the right side.

In this scenario, as shown in FIG. 33 (θ: yaw angle, Δθ: yaw rate), the user turns the steering wheel SW of the vehicle as follows:
1) Left steering just before the entrance/exit gate 24,
2) Return steering immediately after passing through the loading/unloading gate 24;
3) right steering just before entering the parking space, and 4) back steering immediately after entering the parking space. When the vehicle travels the same distance on the road, the user generally turns the steering wheel SW less times. Note that the size of each compartment 22 is, for example, 2.5 m wide and 5.0 m deep, so the approximate distance the vehicle will travel from the entrance/exit gate 24 on the adjacent road to the target compartment 22 can be estimated.

Based on this knowledge, the high-frequency turning state determination process determines whether the frequency of change n of the angular velocity (yaw rate Δθ) (for example, the total number of peaks and valleys that appear per unit time on the graph of yaw rate Δθ in Figure 33) exceeds a threshold value n0, thereby determining whether the vehicle is likely to be in a high-frequency turning state, i.e., whether the vehicle exhibits unique dynamic behavior that does not appear when the vehicle is driving on a normal road but appears when driving in any parking lot 20.

Specifically, the high-frequency turning state determination process determines whether the vehicle is likely to be in a high-frequency turning state by determining whether the number of times n that the sign of the angular velocity changes from positive to negative and from negative to positive per angular velocity observation time Δt (unit: seconds) (e.g., 20 seconds, 30 seconds, 40 seconds) exceeds a threshold value n0 (e.g., 4 times, 6 times, 8 times, or an intermediate value between these numbers).

Alternatively, if the ratio n/Δt obtained by dividing the number of turns n by the observation time Δt exceeds a predetermined value (e.g., 0.2, 0.3, 0.4, 0.5, or any intermediate value between these values), it may be determined that the vehicle is likely to be in a high-frequency turning state.

Note that this high-frequency turning state determination process may achieve the same function by using a geomagnetic sensor 157 or another sensor (e.g., tilt sensor, gravity sensor, etc.) instead of or in addition to the gyro sensor 156.

E. Entrance parking lot identification process

In the stocking stage, four conditions are met:
1. A first condition is that the current position CP has entered a spatial region SP corresponding to any parking lot 20;
2. A second condition that the user may be in a vehicle AM;
3. A third condition is that the mobile terminal 90 is not carried by the user and there is a possibility that the mobile terminal 90 is fixedly placed inside the vehicle AM; and
4. A fourth condition that the vehicle AM is likely to be in the high-frequency turning state is satisfied simultaneously, one of the parking lots 20 is identified as a parking lot into which the user entered by getting in the vehicle.

F. High-Frequency Acceleration/Deceleration State Determination Process

In place of or in addition to the high-frequency turning state determination process described above, a high-frequency acceleration/deceleration state determination process may be executed.

This high-frequency acceleration/deceleration state determination process uses the acceleration sensor 154 to detect the acceleration of the mobile terminal 90 during the storage stage, and determines, based on the frequency of change in the low-frequency components of the detected acceleration waveform, whether or not the vehicle AM is likely to be in a high-frequency acceleration/deceleration state in which it is accelerating and decelerating (starting (accelerating from a speed of 0), stopping (deceleration to a speed of 0), accelerating, decelerating, etc.) more frequently than would be expected when the vehicle AM is traveling on a normal road.

In the same scenario as that described above using the parking lot 20 shown in FIG. 1 as an example, the user depresses the accelerator pedal and the brake pedal (not shown) to
1) Deceleration before the loading/unloading gate 24,
2) Acceleration immediately after entering the loading/unloading gate 24;
3) slowing down in front of the parking space;
4) acceleration immediately after entering the parking space, and 5) deceleration to park the vehicle in the parking space. In general, a user will need to decelerate and accelerate the vehicle five times over the same distance on the road.

Figure 34 shows an example of an acceleration waveform acquired when a vehicle accelerates and decelerates. As mentioned above, this acceleration waveform has low-frequency and high-frequency components.

As mentioned above, high-frequency components are shown in Figures 19(a) and 21(a), and these are components that vary depending on whether the user is walking or riding in a vehicle.

Specifically, Figure 19(a) shows that when a user's feet touch the road surface while walking, a mobile device 90 attached to the user's body and moving integrally with the user reflects shock waves received from the road surface via the user's feet and other parts of the body. On the other hand, Figure 21(a) shows that when a user is traveling (riding in a vehicle) and the vehicle tires roll over uneven road surfaces, a mobile device 90 attached to the user's body and moving integrally with the user's body while seated in a vehicle reflects shock waves received from the road surface via the tires, suspension, and seat, which are vehicle components with higher shock absorption than the user's feet and body.

In contrast, the low-frequency components indicate the actual acceleration of the user or vehicle. Therefore, in high-frequency acceleration/deceleration states, the low-frequency components are used as the main components to note, and they indicate the time profile (time history) of the vehicle's acceleration.

Based on this knowledge, the high-frequency acceleration/deceleration state determination process uses the acceleration sensor 154 to detect the acceleration of the mobile terminal 90, and determines whether the frequency of change m of the low-frequency component in the waveform of the detected acceleration is higher than a threshold value m0, thereby determining whether the vehicle is likely to be in a high-frequency acceleration/deceleration state.

Specifically, the high-frequency acceleration/deceleration state determination process determines whether the vehicle is likely to be in a high-frequency acceleration/deceleration state by determining whether the number of times m that the acceleration sign changes from positive to negative and from negative to positive per acceleration observation time Δt (unit: seconds) (e.g., 20 seconds, 30 seconds, 40 seconds) exceeds a threshold value m0 (e.g., 4 times, 6 times, 8 times, or an intermediate value between these numbers).

Alternatively, if the ratio m/Δt obtained by dividing the number of times m by the observation time Δt exceeds a predetermined value (e.g., 0.2, 0.3, 0.4, 0.5, or any intermediate value between these values), it may be determined that the vehicle is likely to be in a state of high-frequency acceleration/deceleration.

1. Parking lot identification module upon entry

Returning to Figure 29, the entry parking lot identification module will be explained. After execution of step S1202 shown in Figure 12 (measurement of the current position CP of the mobile terminal 90 by the positioning unit 230, which is a GPS positioning unit or a base station positioning unit), in step S2901, it is determined whether the current position CP1 measured the previous time step S1202 was executed was outside all spatial regions SP corresponding to all parking lots 20, but whether the current position CP2 measured the time step S1202 was executed immediately before was within any spatial region SP corresponding to any parking lot 20.

In other words, it is determined whether the user has moved from outside all spatial regions SP corresponding to all parking lots 20 to within any spatial region SP corresponding to any parking lot 20, i.e., whether the user has just entered any spatial region SP.

Here, the spatial region SP corresponding to each parking lot 20 is jointly defined by the reference coordinate point RP (a function of the identification code of the parking lot 20) corresponding to that parking lot 20 and the radius r (a function of the identification code of the parking lot 20) assigned to that parking lot 20, thereby defining one spatial region SP in absolute space. The combination of the reference coordinate point RP and the radius r associated with the parking lot 20 is stored in the memory 132 of the mobile terminal 90 as spatial region description data.

The spatial region description data is downloaded in advance from the management server 50 for all parking lots 20, or for only those parking lots 20 that are located near the current location of the mobile terminal 90 (for example, those within a predetermined distance from the current location).

Here, determining whether the current position is within the spatial region SP corresponding to each parking lot 20 can be done, for example, by calculating the distance D between the current position and the reference coordinate point of each parking lot 20, and determining that the current position is within the spatial region SP if that distance D is less than the radius r corresponding to each parking lot 20, and determining that the current position is outside the spatial region SP if that distance D is greater than the radius r corresponding to each parking lot 20.

If the determination is NO, the process returns to step S1202; if the determination is YES, in step S2902, one parking lot 20 corresponding to the spatial region SP is selected as a candidate parking lot 20 into which the user entered during the entry stage.

Next, in step S2905, the distance d is detected using the proximity sensor 158. Next, in step S2906, it is determined whether the distance d is shorter than the threshold value d0 and whether the time profile of the distance d is steady over time.

If the determination in step S2906 is NO, it is determined that the mobile terminal 90 may be carried by the user, and in step S2907, a warning message to the user is output from the mobile terminal 90 in the form of an image or sound. The warning is issued to urge the user to place the mobile terminal 90 in a specified position in the vehicle, for example, on the dashboard 180. Then, the process returns to step S1202.

On the other hand, if the determination in step S2906 is YES, then in step S2908 it is determined that the mobile terminal 90 is not being carried by the user and may be fixedly placed in a designated position inside the vehicle. In other words, it is determined to be in an indoor placement state. In this case, execution of the high-frequency turning state determination process described above is permitted and started.

Specifically, in step S2909, the angular velocity of the mobile terminal 90, i.e., in this case, the angular velocity (yaw rate) of the vehicle, is detected using the gyro sensor 156.

Next, in step S2910, the frequency of change in the direction (positive or negative) of the angular velocity (e.g., the number of times the user turns the vehicle's steering wheel SW per certain time period, the frequency of the angular velocity waveform) n is calculated from the waveform of the detected angular velocity values over the past certain time period. For example, this frequency of change n is the number of times the user turns the vehicle's steering wheel SW within the past 5, 10, or 20 seconds.

Then, in step S2911, it is determined whether the change frequency n is higher than the threshold value n0. The threshold value n0 is, for example, 2, 4, or 6.

If the change frequency n is equal to or less than the threshold value n0, the determination in step S2911 is NO, it is determined that there is a high possibility that the vehicle is traveling on a normal road, and the process then returns to step S1202.

On the other hand, if the change frequency n is higher than the threshold value n0, the determination in step S2911 is YES, and in step S2912 it is determined that the vehicle may be in a high-frequency turning state.

Next, in step S2913, it is determined that the user has actually gotten in and entered the candidate parking lot. Then, in step S2914, that candidate parking lot is identified as the parking lot 20 where the user is currently located, i.e., the parking lot that the user entered during the entry stage. Next, the process proceeds to step S1204 in FIG. 12.

Then, in step S1208, the mobile terminal 90 transmits to the management server 50 the user ID, parking lot ID, vehicle information, and boarding/entry data indicating that the current user boarded and entered the current parking lot 20 at the entry stage. In response, in step S1252, the management server 50 receives this information from the mobile terminal 90.

2. Exit parking lot identification module

Figure 30 shows a flowchart of a modified example that replaces step S1602 of the exit processing program shown in Figure 16, which is an exit entry parking lot identification module that identifies the parking lot into which the user walked during the exit stage.

To explain this exit entry parking lot identification module, after execution of step S1601 shown in FIG. 16, in step S3001, similar to step S2901 described above, it is determined whether the user has moved from outside all spatial regions SP corresponding to all parking lots 20 into any spatial region SP corresponding to any parking lot 20.

If the determination is NO, the process returns to step S1601; if the determination is YES, in step S3002, one parking lot 20 corresponding to the spatial region SP is selected as a candidate parking lot 20 into which the user entered during the exit stage.

Next, in step S3003, similar to step S2903 described above, the acceleration waveform is acquired using the acceleration sensor 154, high-frequency components are extracted from the acceleration waveform, and the frequency F is calculated from the high-frequency components.

Then, in step S3004, it is determined whether the calculated frequency F is higher than the threshold value F0.

If frequency F is lower than threshold value F0, the determination in step S3004 is NO, the vehicle is determined to be in a riding state, and processing returns to step S1601. However, if frequency F is equal to or greater than threshold value F0, the determination in step S3004 is YES, and the vehicle is determined to be in a walking state in step S3005.

Next, in step S3006, it is determined that the user has actually walked into the candidate parking lot. Then, in step S3007, that candidate parking lot is identified as the parking lot 20 where the user is currently located, i.e., the parking lot that the user entered during the exit stage. Next, the process proceeds to step S1603 in FIG. 16.

3. Exit parking lot identification module

Figure 31 shows a flowchart of the exit processing program shown across Figures 16 and 17, which shows a first variant that replaces S1615-S1618 (first replacement portion) in Figure 16 and a second variant that replaces S1621 (second replacement portion) in Figure 16, as an exit parking lot identification module that identifies the parking lot from which the user boarded and exited during the exit stage.

For the first variant, if the judgment in step S1613 of FIG. 16 is NO, execution of this exit parking lot identification module at the time of exit is initiated. For the second variant, if the judgment in step S1610 of FIG. 16 is NO, execution of this exit parking lot identification module at the time of exit is initiated.

In either variant, when execution of this exit parking lot identification module begins, first, in step S3101, the current position CP of the mobile terminal 90 is measured by the positioning unit 230, which is a GPS positioning unit or a base station positioning unit. Next, in step S3102, it is determined whether the current position CP1 measured the previous time step S3101 was executed was within one of the spatial regions SP corresponding to one of the parking lots 20, but whether the current position CP2 measured the time step S3102 was executed immediately before is outside one of those spatial regions SP.

In other words, it is determined whether the user has moved from within any spatial area SP corresponding to any parking lot 20 to outside that spatial area SP, i.e., whether the user has just exited any spatial area SP.

If the determination in step S3102 is NO, for the first variant, proceed to step S1613, and for the second variant, proceed to step S1609.

On the other hand, if the determination in step S3102 is YES, in step S2902, one parking lot 20 corresponding to the spatial region SP to which the current location was previously assigned is selected as a candidate parking lot 20 from which the user exited during the exit stage.

Next, in step S3104, the acceleration sensor 154 is used to acquire the acceleration waveform over a certain period of time (analysis window) in the past, as shown in Figure 34. High-frequency components are then extracted from the acceleration waveform using a digital high-pass filter. Furthermore, the frequency F of the high-frequency component (e.g., the frequency F1 or F2 of the large-amplitude frequency component shown in Figure 20(a) and Figure 22(a)) is calculated from the high-frequency component.

Then, in step S3105, it is determined whether the calculated frequency F is lower than a threshold value F0 (equivalent to the second threshold value F0).

If frequency F is greater than or equal to threshold value F0, step S3105 returns NO, the vehicle is determined to be in a walking state, and processing proceeds to the appropriate step S1613, S1609, or S1628. However, if frequency F is lower than threshold value F0, step S3105 returns YES, and step S3106 determines the vehicle is in a riding state.

Next, in step S3107, it is determined that the user has actually gotten in and exited the candidate parking lot. Then, in step S3108, that candidate parking lot is identified as the parking lot from which the user got in and exited during the exit stage. Next, for the first variant, the process proceeds to step S1619, and for the second variant, the process proceeds to step S1622.

In the first variant, in step S1619, the mobile terminal 90 then transmits to the management server 50 boarding and exiting data with an exiting operation indicating that the user boarded and exited the current candidate parking lot, accompanied by an exiting operation, during the exit stage (corresponding to a combination of the exiting operation determination data indicating that an exiting operation has occurred and the boarding and exiting determination data indicating that the user boarded and exited). In response, in step S1656, the management server 50 receives the boarding and exiting data with an exiting operation from the mobile terminal 90. The management server 50 then sets the current time as the exiting time, updates the parking lot status management table to reflect the exiting time, and sets the exited flag to ON.

In addition, in the second variant, in step S1623, the mobile terminal 90 further transmits to the management server 50 boarding and exit data with no exit operation indicating that the user boarded and exited the current candidate parking lot without performing a boarding operation during the exit stage (corresponding to a combination of the exit operation determination data indicating that there was no exit operation and the boarding and exit determination data indicating that the user boarded and exited). In response, the management server 50 receives the boarding and exit data with no exit operation from the mobile terminal 90. The management server 50 further updates the parking lot status management table so that the re-entry flag is set to ON.

Comparison of the first and second embodiments with this embodiment

According to the first and second embodiments, in the entry stage, the entry process is performed with reference to the user's location information but without reference to the user's behavior information or vehicle behavior information, whereas in the exit stage, the exit process is performed with reference to the user's location information and user behavior information (whether walking or riding) but without reference to the vehicle behavior information.

As a result, according to the first and second embodiments, during the entry stage, it is not possible to distinguish whether the user entered one of the parking lots 20 on foot or by getting into a vehicle (in the first place, it is not normally possible to imagine a scenario in which the user enters one of the parking lots 20 on foot during the entry stage), but during the exit stage, it is possible to distinguish whether the user left the parking lot 20 on foot or by getting into a vehicle.

However, if it is not necessary to distinguish whether the user exited the parking lot 20 on foot or by getting into the vehicle, even during the exit stage (for example, if re-entry within the valid parking time is not permitted), then there is no need to refer to the user's behavioral information during both the entry stage and the exit stage.

In contrast, according to this embodiment, unlike the first and second embodiments, during the storage stage, the storage process is performed with reference to the user's location information and vehicle behavior information (e.g., frequent turning, frequent acceleration/deceleration), but without reference to the user's behavior information.

Therefore, according to this embodiment, unlike the first and second embodiments, vehicle behavior information is also referenced, and therefore, compared to the first and second embodiments, the reliability of the system 10 is improved with respect to the technology for identifying the parking lot currently being used by the user, despite not being dependent on the equipment installed in the parking lot 20.

Furthermore, according to this embodiment, as in the first and second embodiments, in the exit stage, the exit process is performed with reference to the user's location information and behavior information but without reference to the vehicle's behavior information, making it possible to distinguish whether the user exited the parking lot 20 on foot or in the car.

However, it is not essential to implement the present invention by referencing user behavior information during the entry and/or exit processes. This is because, if a user is required to place their mobile terminal 90 in a designated position within the vehicle in order to use the parking lot 20, the entry and/or exit processes described above will be performed with the mobile terminal 90 present within the vehicle, and therefore these processes do not require user behavior information.

The technical concept of performing entry and/or exit processing by referencing at least the user's location information and vehicle behavior information (e.g., frequent turning, frequent acceleration/deceleration) during the entry and/or exit stages can be applied to any parking lot 20, regardless of its operating format, and may be applied, for example, to either a prepaid hourly rental system or a postpaid hourly rental system.

[Fourth embodiment]

Next, we will explain a parking lot management system 10 and parking lot management method according to an exemplary fourth embodiment of the present invention. However, elements common to the first to third embodiments will be referred to using the same symbols or names, and duplicate explanations will be omitted; only the different elements will be explained in detail.

Figure 35 is a time chart illustrating how the status (occupancy status, operation status) of each parking space 22 changes over time for each user in a certain parking space 20, in order to explain the operating principles of the parking space status management table creation/update unit and vacancy determination unit in this system 10. Figure 36 is a flowchart conceptually showing the management table creation/update module for implementing the management table creation/update unit in this system 10.

The system 10 according to this embodiment, like the first to third embodiments, is designed to manage a prepaid hourly parking lot 20.

Specifically, first, in the entry stage, as shown in the upper part of FIG. 36, in step S3601, the user inputs their user ID into the mobile terminal 90. Next, in step S3602, the mobile terminal 90 selects the parking lot 20 to enter (the parking lot into which the user entered while in the vehicle to enter), that is, identifies the parking lot 20 to enter by referring to the user's location information and vehicle behavior information, for example, according to the algorithm shown in FIG. 29.

Next, in step S3603, the user operates the entry button on the mobile terminal 90, thereby finally indicating to the management server 50 their intention to enter the parking lot 20. Then, in step S3604, the user inputs the valid parking time into the mobile terminal 90.

Next, in step S3605, the mobile terminal 90 transmits the above-mentioned information, i.e., the user ID, the parking lot ID representing the parking lot 20 into which the vehicle was parked (an example of the aforementioned "parking lot identification data"), the valid parking time, and parking entry operation data representing that the user has performed a parking entry operation, to the management server 50 (an example of the aforementioned "first transmission step").

Then, in step S3606, the user pays the prepaid parking fee corresponding to the length of the valid parking time via the mobile terminal 90. Next, in step S3607, the user exits the vehicle while leaving it parked in the current parking lot 20, and then walks through the parking lot 20 to exit through the entrance/exit gate 24.

In the first to third embodiments, neither the mobile terminal 90 nor the management server 50 has an algorithm for determining whether the user has walked out of the parking lot 20 during the entry stage. However, an algorithm similar to that represented by steps S3101-S3105 shown in FIG. 31 may be executed to automatically determine whether the user has walked out of the parking lot 20.

In response, in step S3651, the management server 50 receives the various information transmitted from the mobile terminal 90 in step S3605. Next, in step S3652, as in the first to third embodiments, a parking lot status management table (hereinafter simply referred to as the "management table") such as that shown in FIG. 26 is created (this is an example of the aforementioned "management table creation/update process").

Then, in step S3653, the management server 50 initializes the status of various flags in the management table. The status of various flags is initialized because the item is currently in the receiving stage. Specifically, the received flag is initially set to ON, but the re-entry permission flag, temporary release flag, released flag, regular release flag, and deemed release flag are all initially set to OFF.

Next, in the exit stage, as shown in the lower part of FIG. 36, first, in step S3611, the user inputs their user ID into the mobile terminal 90. Next, in step S3612, the mobile terminal 90 selects the parking lot 20 from which the user is attempting to exit (the parking lot into which the user entered while walking in order to exit), that is, it identifies the parking lot 20 from which the user is attempting to exit by referring to the user's location information and behavior information, for example, according to the algorithm shown in FIG. 30.

Next, in step S3613, the mobile terminal 90 determines whether the parking lot ID of the current parking lot 20 matches the parking lot ID of the entrance parking lot 20 that is stored in association with the user in the management table.

If there is a match, in step S3614, the mobile terminal 90 creates delivery operation determination data indicating whether the user operated the delivery button on the mobile terminal 90, i.e., whether the delivery operation was performed as an indication of intent.

Next, regardless of whether a parking exit operation has been performed, in step S3615, the mobile terminal 90 determines whether the mobile terminal 90 has exited the current parking lot 20 according to an algorithm similar to that represented by steps S3101 and S3102 shown in FIG. 31.

If it is determined that the user has exited, in step S3616, the mobile terminal 90 determines whether the user is in the vehicle, following an algorithm similar to that represented by steps S3104-S3106 shown in FIG. 31.

Then, in step S3617, the mobile terminal 90 creates boarding/exiting determination data indicating whether the user has exited the current parking lot 20 while in the vehicle, based on the respective determination results of steps S3615 and S3616, and transmits the boarding/exiting determination data together with the leaving operation determination data to the management server 50 in association with the user (this is an example of the aforementioned "second transmission process").

In response, in step S3671, the management server 50 receives from the mobile terminal 90 the entry/exit determination data and the exit operation determination data, associated with the user. Next, in step S3672, the management server 50 determines whether the valid parking time (e.g., the scheduled exit time) in the management table has expired as of the current time measured by the clock 172, i.e., whether the time has expired.

If it is determined that the time has expired, in step S3673, the management server 50 updates the management table by updating the status of various flags (this is an example of the "management table creation/update process" mentioned above).

Specifically, if the received boarding/exit determination data indicates that the user exited the parking lot while boarding the vehicle, and the received exit operation determination data indicates that the user did not perform the exit operation, and the valid parking time had not expired at the time the data was received, the management server 50 determines that temporary exit has occurred, switches the state of the temporary exit flag from OFF to ON, and also switches the state of the re-entry permission flag, which indicates that the same user is authorized to re-enter the same parking lot, from OFF to ON.

Furthermore, if the received boarding/exit determination data indicates that the user is exiting with the vehicle in the vehicle, and the received exit operation determination data indicates that the exit operation is involved, and the valid parking time has not expired at the time the data is received, the management server 50 determines that regular exit has been established, switches the state of the regular exit flag from OFF to ON, and also switches the state of the exit completed flag from OFF to ON.

Furthermore, after determining that the temporary departure has occurred, the management server 50 determines whether the valid parking time has expired at the time of reception. If it has expired, it determines that the deemed departure has occurred and switches the state of the deemed departure flag from OFF to ON.Furthermore, in this case, as in the case where the regular departure has occurred, it switches the state of the departure completion flag from OFF to ON.

Furthermore, while the re-entry permission flag is ON, the management server 50 determines whether the valid parking time has expired at the time of reception, and if so, switches the state of the re-entry permission flag from ON to OFF to terminate the authority to re-enter.

In order to conserve memory 162 capacity, the management server 50 may delete the behavior pattern for the corresponding user from the management table if a regular or deemed delivery is established in each judgment cycle. In that case, in the example shown in Figure 35, at time t5, there will be no data for user number 1 in the management table.

In the first to third embodiments, as shown in FIG. 7, the management server 50 has a vacancy determination unit 304. This vacancy determination unit 304 may be installed on the mobile terminal 90, but in any case, it determines whether there are any unused vacant spaces among the multiple spaces within the parking lot 20 for each parking lot based on the number of confirmed entries and exits.

Specifically, the vacancy determination unit 304 subtracts one from the number of vacant spaces, which is the number of unused vacant spaces among the multiple spaces in each parking lot 20, each time a single entry is confirmed, and adds one to the number of vacant spaces each time an actual exit operation (regular exit) or deemed exit is confirmed.

In the first to third embodiments, the mobile terminal 90 receives from the vacancy determination unit 304 of the management server 50 vacancy status data (also referred to as congestion data indicating the degree of congestion of vehicles in the parking lot 20, parking lot status data indicating the parking lot status, parking lot operation status data, parking lot vacancy status data, etc.) that indicates whether or not there are any vacancies for each parking lot 20, i.e., whether the parking lot is currently full with no vacancies (no vacancies) or whether the parking lot is currently empty with at least one vacancy (vacancies).

In the first to third embodiments, if a user gets into their vehicle and exits the parking lot 20 before the valid parking time expires and does not perform an exit operation at that time (temporary exit), the user is given the authority to re-enter the same parking lot 20, whether actively or de facto, until the valid parking time expires.

On the other hand, in the first to third embodiments, it is possible to distinguish whether the user exited the parking lot 20 by getting in (together with the vehicle) or by walking (leaving the vehicle in the parking lot 20) during the exit stage.

When a user makes the temporary exit, there is a possibility that the user will subsequently exercise the authority to re-enter and actually re-enter the vehicle before the valid parking time expires, or that the user will not exercise that authority and will not actually re-enter the vehicle, and once the valid parking time expires, the vehicle will be treated as having been deemed to have been left.

If the former possibility is given more weight than the latter possibility and the vacancy determination for parking lot 20 is made conservatively (with an emphasis on the user's interests), the result will be that "even if a temporary departure occurs, the vacancy determination will be made assuming that the vehicle is present in parking lot 20 for that user," which could result in unnecessary vacancies in parking lot 20 that are not being used by other users.

In contrast, if the latter possibility is given more weight than the former possibility and the vacancy determination for parking lot 20 is made bold (with an emphasis on the interests of the parking lot manager), the result will be that "once a temporary exit is made, the vacancy determination will be made assuming that the user will not re-enter," and in reality, even if the same user tries to re-enter parking lot 20, there may be no vacant spaces at all, and they may not be able to re-enter.

Against this background, the system 10 according to this embodiment performs a vacancy determination, determining whether a parking space is empty or full without taking into account the expected number of future re-entries. The determination result is an empty state. However, if the vacancy determination is performed based on the expected number of future re-entries and the determination result is a full state, the final determination result is determined to be a congested state. This strikes a good balance between the interests of the user and the interests of the parking lot manager.

Here, we will provide a brief explanation of the algorithm used by this system 10 to determine vacancy.

This system 10 repeatedly determines whether each parking space 20 is available for each user at a predetermined time interval Δt. The reason for performing this determination for each user, rather than for each vehicle space 22, is that in this embodiment, it is not necessary to manage which vehicle space 22 a user is parking in.

Here, the "time interval Δt" is typically set to be shorter than the shortest parking time it takes for a vehicle to enter and exit a parking lot 20; that is, to prevent a vehicle from entering and exiting a parking lot 20 within a single time interval Δt; for example, it may be set to 1 minute, 5 minutes, or 10 minutes.

However, there is a trade-off between the shorter the time interval Δt, the more accurately the actual status of the parking lot 20 can be monitored, but the greater the processing load on the management server 50. Therefore, the time interval Δt should be set to strike a good balance between monitoring accuracy and processing load.

Furthermore, this system 10 performs vacancy determination for each parking lot 20 by determining whether the operation status of each parking lot 20 is in one of three operation states: a full state in which there are no vacant parking spaces 22 in each parking lot 20, an empty state in which there are vacant parking spaces 22, or a congested state indicating that the parking lot 20 may actually be full or empty.

Specifically, this system 10 repeatedly determines vacancy for each parking lot 20 for each user at predetermined time intervals by referencing the management table shown in Figure 26.

For each judgment cycle, the system 10 observes changes in the user's behavior patterns regarding the parking lot 20 according to the latest contents of the management table.

Specifically, in each determination cycle, the system 10 determines for each parking lot 20 the following based on the contents of the management table:
X1: the number of valid parking cases, which is the number of users whose valid parking time has not expired during each determination cycle;
X2: The number of confirmed exits, which is the number of users whose valid parking time has not expired during each judgment cycle and whose exit with the user in the vehicle is accompanied by the exit operation, thereby completing a regular exit; and
X3: During each judgment cycle, the number of indefinite exits is calculated, which is the number of users who were granted the authority to re-enter the same parking lot because the valid parking time did not expire and the user exited the parking lot with the vehicle in the vehicle without performing the exit operation, resulting in a temporary exit.

Here, the uncertain number of leaving the parking lot X3 may not match the number of users who actually re-entered the parking lot after that. If they match, the calculated value of the actual parking lot number Y is
Y = X1 - X2
However, if they do not match, the calculated value of the actual number of parking spaces Y is
Y = X1 - (X2 + X3).

In this way, the calculated value of the actual number of parking spaces Y is a fluid value that fluctuates depending on the number of users who actually re-enter their parking spaces.
Ymin <= Y <= Ymax

Based on the relationship between these three calculated values X1, X2, and X3 and the total number Z of the multiple parking spaces 22 in each parking space 20 that have been allocated for hourly rental to users (the total number of parking spaces 22 scheduled for hourly rental to users, starting from a state where no hourly rentals have been made to users), the system 10 predicts the operating status of each parking space 20 immediately after each judgment cycle, whether it will be full, empty, or congested, according to predetermined judgment rules.

Here, "total number Z" may be defined as a number equal to the total number n of multiple parking spaces 22 assigned to each parking lot 20. Alternatively, if some of the parking spaces 22 are not hourly parking spaces but, for example, parking spaces for monthly rental customers, as illustrated in Figure 1, then the total number Z may be defined as a number less than the number n.

Furthermore, a "predetermined decision rule" is defined as one decision rule selected from multiple potential decision rules, or a combination of multiple decision rules.

Here, the "multiple potential judgment rules" are classified into judgment rules that do not assume the uncertain number of outbound shipments X3, i.e., future restocking (do not assume restocking), and judgment rules that do assume it.

First, according to an example of a determination rule that does not assume re-entry, the number of users using each parking lot 20 at each time, i.e., the maximum number of parking spaces Ymax, is expressed as follows:
Ymax=X1-(X2+X3)
It is defined by the formula:

If the condition Ymax < Z is met, the parking lot 20 is determined to be empty, and if the condition Ymax = Z is met, the parking lot 20 is determined to be full.

Next, according to an example of a determination rule assuming re-entry, the number of users using each parking lot 20 at each time, i.e., the minimum number of parking spaces Ymin, is calculated as follows:
Ymin = X1 - X2
It is defined by the formula:

If the condition Ymin < Z is met, the parking lot 20 is determined to be empty, and if the condition Ymin = Z is met, the parking lot 20 is determined to be full.

An example of a "latent judgment rule" is that in each judgment cycle, when the operating status of parking lot 20 is judged to be full or empty based on the maximum number of parking spaces Y1, the judgment result is full, but when the operating status of parking lot 20 is judged to be full or empty based on the minimum number of parking spaces Y2, if the judgment result is empty, the final judgment result is determined to be congested.

Another example of a "latent judgment rule" is that in each judgment cycle, if the judgment result in the previous judgment cycle was full or congested, this is not taken into consideration, and if the operation status of parking lot 20 is judged to be full or empty based on the minimum parking quantity Y2 and the judgment result is empty, the final judgment result is determined to be congested.

In any case, this system 10 cannot determine whether the operating status of each parking lot 20 is empty or full. In fact, if there is a possibility that the operating status may fluctuate between empty and full, the parking lot 20 is determined to be neither empty nor full, but rather to be in a congested state.

This allows a user who is informed that parking lot 20 is congested to prepare for the possibility that no vacant spaces will be found when they arrive at the site, but will not feel too annoyed if they go to parking lot 20 hoping that they might find a vacant space and find that no vacant spaces are actually found.

Figure 37 is a flowchart conceptually illustrating the vacancy determination module executed by the processor 160 of the management server 50 to implement the vacancy determination unit 304 of this system 10, which performs vacancy determination according to the algorithm described above.

This vacancy determination module performs one determination cycle for a different parking lot 20 each time the time interval Δt elapses.

In each determination cycle of this vacancy determination module, first, in step S3701, the parking lot 20 to be executed this time is selected from the multiple parking lots 20 managed by the management server 50, and the management table corresponding to the selected parking lot 20 is read from memory 162.

Next, in step S3702, the number of users whose scheduled departure times (the right end of the solid or dashed line in Figure 35) are in the future from the current time (e.g., t5) in the management table is counted as the number of available parking spaces X1, and this value is stored in memory 162 in association with the parking lot 20.

For example, in the scenario shown in Figure 35, at time t5, the number of valid parking spaces X1 is counted as "5" due to the valid parking times of five users numbered 2-4, 6, and 7.

Next, in step S3703, the number of users in the management table whose regular exit flags have transitioned from OFF to ON during the current determination cycle (for time t5, between time t4 and time t5) is counted as the confirmed number of exits X2, and this value is stored in memory 162 in association with the parking lot 20.

For example, in the scenario shown in Figure 35, the confirmed shipment count X2 is counted as "1" due to the regular shipment by user number 4 between time t4 and time t5.

Then, in step S3704, the number of users whose provisional exit flag is ON in the management table is counted as the number of unconfirmed exits X3, and this value is stored in memory 162 in association with the parking lot 20.

For example, in the scenario shown in Figure 35, at time t5, the number of unconfirmed deliveries X3 is counted as "2" due to provisional deliveries from two users, numbered 6 and 7.

Note that the user numbered 5 also has experience with temporary shipments, but was subsequently treated as a deemed shipment and the temporary shipment flag was set to OFF, so they are not included in the number of uncertain shipments X3.

Then, in step S3706, the maximum number of parking spaces Ymax is calculated using the counted number of valid parking spaces X1 and the confirmed number of exits X2, and this value is stored in memory 162 in association with the parking space 20.

For example, in the scenario shown in Figure 35, at time t5, the maximum number of parking spaces Ymax is calculated to be 4 (= 5 - 1).

Next, in step S3707, the minimum number of parking spaces Ymin is calculated using the counted number of valid parking spaces X1, the number of confirmed exits X2, and the number of unconfirmed exits X3, and this value is stored in memory 162 in association with the parking space 20.

For example, in the scenario shown in Figure 35, at time t5, the minimum number of parking spaces Ymin is calculated as 2 (= 5 - (1 + 2)).

Then, in step S3708, it is determined whether the maximum number of parking spaces Ymax is smaller than the total number Z. If the maximum number of parking spaces Ymax is smaller than the total number Z, that is, if it is determined that the calculated value of the actual number of parking spaces Y assuming re-entry is smaller than the total number Z (empty), then in step S3709, it is determined that parking lot 20 is empty.

On the other hand, if the maximum number of parking spaces Ymax is equal to or greater than the total number Z, i.e., if it is not determined that the calculated value of the actual number of parking spaces Y is less than the total number Z (empty) assuming re-entry, then in step S3710, it is determined whether the minimum number of parking spaces Ymin is less than the total number Z.

If the minimum number of parking spaces Ymin is smaller than the total number Z, that is, if it is determined that the calculated value of the actual number of parking spaces Y is smaller than the total number Z (empty) for the first time without considering re-entry, then in step S3712, parking lot 20 is determined to be congested.

On the other hand, if the minimum number of parking spaces Ymin is equal to or greater than the total number Z, that is, if the calculated value of the actual number of parking spaces Y is equal to or greater than the total number Z regardless of whether re-entry is assumed, then in step S3711, it is determined that parking lot 20 is full.

In this embodiment, the user's mobile device 90 is used to determine whether a room is available. However, since the mobile device 90 does not always move with the vehicle, the behavior of the mobile device 90 does not always match the behavior of the vehicle.

For this reason, in this embodiment, at least at the exit stage, the sensor function installed in the mobile terminal 90 is used to distinguish whether the user exited the parking lot 20 by getting in (exiting with the vehicle) or by walking (exiting alone while the vehicle remains parked).

Accordingly, according to this embodiment, the vacancy determination can be performed using the user's mobile terminal 90 without installing dedicated equipment in the parking lot 20. However, this is not essential to implementing the present invention.

In other words, the vacancy determination may be performed using dedicated equipment such as a vehicle presence/absence sensor (e.g., a proximity sensor, a reflected light sensor, etc.) installed in each space 22 in the parking lot 20, a vehicle registration number camera installed in each space 22 in the parking lot 20 (in this case, the parking lot may be managed for each vehicle rather than for each user), or a vehicle passage detection sensor installed at the entrance/exit gate 24 of the parking lot 20 (in this case, the parking lot may be managed for each user rather than for each space 22), or dedicated equipment such as the fee settlement device and exit gate management device described in Patent Document 3 (in this case, the parking lot may be managed for each user).

In short, the present invention can be applied to any type of prepaid parking lot, as long as it is operated in a way that allows re-entry within the valid parking time.

In other words, in this embodiment, rather than focusing on each of the multiple parking spaces 22 in a parking lot 20 and determining whether each space 22 is available, as described above, the system focuses on each of the multiple users who are using the multiple vehicles actually present in the parking lot 20 at each moment, and records data (various flags, etc.) that can reconstruct the time-series behavioral patterns of each user in the parking lot status management table (Figure 26), associating them with the user and with the time and chronological order.

Furthermore, in this embodiment, the number of users actually present in the parking lot 20 at each moment is grasped as the actual number of parking spaces in that parking lot 20. Furthermore, a vacancy determination is made that anticipates re-entry after temporary departure, and a vacancy determination that does not anticipate re-entry, and the actual number of parking spaces in that parking lot 20 in the future is predicted for each possibility.

If the predicted value does not exceed the available number of parking spaces Z for that parking lot 20, it is determined to be vacant; if it matches, it is determined to be full. Furthermore, depending on the results of a comparison between a vacancy determination that anticipates re-entry after temporary departure and a vacancy determination that does not anticipate re-entry, the determination result is changed from vacant to crowded, so as not to disappoint users who are looking forward to that determination result.

It should be noted that while the above-described embodiments are specific examples of applying the present invention to a parking service for parking automobiles, the present invention can alternatively be applied to, for example, a parking service for parking bicycles or a parking service for parking motorcycles.

Furthermore, the above-described embodiments are specific examples of applications of the present invention to a communication environment in which a user's mobile terminal 90, which may be carried by the user or may be placed in the vehicle, is used as the "user information processing terminal" of the present invention. However, the present invention can also be applied to a communication environment in which, for example, a computer installed in the user's vehicle and having communication functions and vehicle behavior information acquisition functions is used as the "user information processing terminal" of the present invention.

In other words, the "user information processing terminal" in this invention may be an information processing terminal of a type intended to be carried by a user, or an information processing terminal of a type intended to be mounted in a vehicle.

However, when this invention is applied to a communication environment in which such an on-board computer is used as the "user information processing terminal" of this invention, the on-board computer always moves with the user's vehicle, and therefore when applying this invention, it is unnecessary to distinguish whether the "user information processing terminal" of this invention is moving with the body of a walking user or moving with the vehicle away from the user's body, or whether it is carried by the user or placed inside the vehicle.

Although several embodiments of the present invention have been described in detail above with reference to the drawings, these are merely examples, and the present invention can be implemented in other forms, including those described in the "Summary of the Invention" section above, with various modifications and improvements based on the knowledge of those skilled in the art.

Claims (7)

A parking lot management system that manages a plurality of parking lots, each having a plurality of parking spaces, not by parking space but by vehicle ,
a parking lot information output unit that is installed in each parking lot and outputs parking lot information for identifying the parking lot for each parking lot, not for each vehicle compartment within the parking lot ;
a server capable of communicating with the information processing terminals of users of each parking lot , which receives signals that do not individually identify parking spaces from a plurality of information processing terminals of a plurality of users who use the same parking lot;
a program installed on the information processing terminal, which, when activated by the information processing terminal, inputs the parking lot information from the parking lot information output unit and transmits the input parking lot information to the server;
The server
a parking entry processing unit that, when the user enters a parking lot with his or her vehicle, receives from the information processing terminal parking lot information at the time of entry for specifying the parking lot where the entry will be made, and further receives from the information processing terminal vehicle information including the license plate number of the vehicle to be entered as parking entry vehicle information, and registers in a memory a combination of the received parking lot information at the time of entry and the received vehicle information at the time of entry;
a parking lot management system including: when the user exits a parking lot with his/her vehicle from the information processing terminal, the parking lot information for identifying the parking lot from which the user will exit is received as parking lot information at exit; further, the vehicle information including the license plate number of the vehicle from which the user will exit is received as vehicle information at exit from the information processing terminal; when a combination of parking lot information at entry and vehicle information at entry that is the same as the combination of parking lot information at exit and vehicle information at exit that is received in the memory, and when a request related to payment of parking fees is input by the user to the information processing terminal and the input request is received, an exit processing unit transmits parking fee data to the information processing terminal that represents the parking fee for the combination of the parking lot corresponding to the parking lot information at exit that is received and the vehicle corresponding to the vehicle information at exit that is received . The parking lot management system described in claim 1, wherein the parking lot information output unit includes a transmitter installed in each parking lot that transmits a signal specific to the corresponding parking lot as a signal representing the parking lot information. The parking lot management system described in claim 1, wherein the vehicle information includes vehicle image data obtained by photographing the vehicle as image data unique to the vehicle. The server further
an electronic payment unit that processes electronic payment for the parking fee;
The parking lot management system according to claim 1, further comprising: a payment completion data transmission unit that, when the electronic payment is completed, transmits payment completion data indicating that the electronic payment is completed to the information processing terminal. A parking lot management system that manages each parking lot using an information processing terminal of a user who selects and uses one of a plurality of parking lots,
a parking lot information output unit that is installed in each parking lot and outputs parking lot information for identifying the parking lot;
a server capable of communicating with the information processing terminals of users of each parking lot;
a program installed on the information processing terminal, which, when activated by the information processing terminal, inputs the parking lot information from the parking lot information output unit and transmits the input parking lot information to the server;
Including,
The server
a parking entry processing unit that, when the user enters a parking lot with his/her vehicle, receives from the information processing terminal parking lot information for identifying the parking lot where the user will enter, identifies the parking lot using the received parking lot information, receives from the information processing terminal vehicle information for identifying the vehicle into which the user will enter, identifies the user's vehicle using the received vehicle information, and registers the combination of the identified parking lot and vehicle in memory;
a parking exit processing unit that, when the user exits a parking lot with his/her vehicle from a parking lot, and the same combination of the parking lot from which the user exits and the vehicle from which the user exits exists in the memory, and a request related to payment of a parking fee is input by the user to the information processing terminal, and the input request is received, transmits parking fee data representing the parking fee for the combination of the parking lot and the vehicle to the information processing terminal;
a vacancy information transmitting unit that receives, from a plurality of information processing terminals of a plurality of users who use the same parking lot, signals that reflect individual actions of the plurality of users with respect to the parking lot, including entry and exit, but do not specify individual parking spaces, and transmits vacancy information indicating whether or not there are parking spaces available in the parking lot to each information processing terminal based on the received signals ;
Parking management system including . A program for functioning as an information processing terminal according to any one of claims 1 to 5. A program for functioning as a server according to any one of claims 1 to 5.