FIELD

This is a method, system and solution to locate and inform users about available places to park or places with specific characteristics, mainly outside the parking garages but also with them. Available locations are found and locations can be monitored and/or controlled by a system working with satellites, mobile networks, the Internet, and more, and is built with receivers, sensors, transmitters, servers, applications, and more, and available places to park, also with desired properties, are communicated to the user's device, such as the locations on a map in a mobile phone, and the user has real-time access to a list of available parking places as proposed by the invention.

BACKGROUND AND IDENTIFIED PROBLEMS

For a long time we have had great opportunities for free movement. But that mobility comes with a price! The increasing demand for transportation has ironically created problems that threaten our mobility. Our economic development, the car and many abolishing borders have led to a strong increase in the amount of transportation of people and goods. With society's development follows that the best use of time and resources for daily activities and urban productivity is heavily dependent on the efficiency of the transport system to move labor, consumers and goods between origin and destination. Following the increasing demand for transports and the increasing volume of vehicles a few parameters that contribute to the problems in urban transports are; an inadequate public transport system, congestions, delays, pollution, difficulty to park, and more.

The increasing volume of vehicles and that the vehicles spend a lot of their time parked result with side-effects as the increasing demand for and control of parking, which creates a problem with the consumption of space especially in central areas and the process itself as well as the time and resources required to park effectively. To put the problem in perspective follows a handful of facts from important people or organizations in the Stockholm area:

• At a seminar in Stockholm 2011-10-05 Ulla Hamilton, Vice Mayor of the City of Stockholm (M) asked how we deal with the transportation challenges and how we ensure accessibility in a growing Stockholm. The claim was that it takes a holistic approach as we have 1.570 kilometers of streets in Stockholm, excluding the streets belonging to the Swedish Transport Administration. This must be set against the fact that the city is not growing in surface, at the same time as the estimate is that we will have 105,000 more citizens the next 10 years in the city and 261,000 more people in the county.

• At the same seminar Anna Wersall from the Stockholm Chamber of Commerce noted in her speech covering the industry's view of the traffic problems in the region that Stockholm has grown by an entire Oslo since 1970, but without new capacities in roads and trails. In addition to congestion and uncertainty in traffic a growing problem is that the housing shortage put increasing pressure on the transport system.

• Charlie Magnusson reported for BilSweden in Almedalen 2011 that the car represents 80.0% of the passenger traffic in Sweden (8.2% rail, bus, 7.1%, et cetera). It should be added that Sweden seen in an international perspective represents a country with a well-developed municipal traffic system.

• Jessica Alenius reported for BilSweden in Almedalen 2011 that we have increases in the urban migration, traffic vulnerability, traffic chaos and housing. Jessica reported that the new investments in infrastructure as a share of GDP have fallen from over 1.9% in 1980 to below 1.5% in 2006. The consequences of the delays for those who commute to work in big cities costs society 8.5 billion annually (TRAFA 2011) and that the increased congestion creates huge social costs (300 kronor per hour when the traffic is at a standstill according to professor Jonas Eliasson 2008). Jessica's question was where we can build? Jessica replied that under the surface there are large areas and suggested that we should work with road tunnels and tunnels for traffic and parking.

• A study at Purdue University (2010) reported that Illinois, Indiana, Michigan and Wisconsin had an overall surface of asphalt parking lots totaling 486 square miles (1,257 square kilometers), representing more than 2.5 seats per car and almost 5% of all urban land in the area. No garage was included in these figures and the conclusion was that there were enough places, but that the lots were not where they were needed when they were needed.

• Research (see Kate Aublin, "The Hidden Costs of America's Parking Problem", 2010- 05-21) has shown that around 30 percent of the traffic congestion is caused by cars searching for parking, which not only means a waste of time but also air pollution and resource -/energy consumption. Calculations have shown that the cars in an area with

SUBSTITUTE SHEET (RULE 26) 15 blocks in Los Angeles annually travel 950,000 miles (1.5 million km), burn 47,000 liters of fuel and emit 730 tons of carbon dioxide per year just looking for parking! On the Upper West Side of New York, the numbers are only slightly better: "drivers on Columbus Avenue cruise total 366,000 miles (590.00 km) per year and produces 325 tons of carbon dioxide, at a cost of $ 130,000 per year in lost fuel and more than 50,000 hours spent in circles in traffic." So not only is the search for parking spaces bad for the environment, it's also expensive.

From the above follows that parking is a major concern in modern cities and that parking policies, access to and control of parking plays an important role in the governance of transportation in urban environments. The number of parking spaces, access to and their locations, affect both the level of service in the community as well as the congestion and efficiency. Important to add is also that this is reflected in the comfort, safety and the environment, and for the functionality of the entire community.

The following section presents the hypothetical effects of the search process for parking spaces from three different perspectives: the time, environmental and cost perspectives. The calculations are based on the fact that we have more than 4.3 million cars registered in Sweden and that last year we passed one billion cars in the world.

Time Aspect

The length of time an individual spends by driving around looking for parking spaces available to park his car for a meeting, do an errand, or similar, is a non-value adding amount of time used. The individual and social benefits had instead been higher if the father could have spent this time with his children, the social benefit or the benefit to the company would have been higher if the auditor had spent this time with his client's financial statements versus the time that was spent circling around the city streets in the search for a parking lot. Another example is that the car companies are investing large amounts of time to check paid parking fees. A more automated solution for control of a residential parking would save large amounts of time and resources.

To quantify the time problem requires a number of assumptions and is quite complex, but a simple example is that five minutes per week per car, looking for a parking space is equivalent to more than 1.1 billion non-value adding minutes per year in Sweden alone. The cost of this non-productive use of time represents a cost to society at 6.8 billion a year for Sweden (calculated with an average salary, indirect employee costs and distributed overhead

SUBSTITUTE SHEET (RULE 26) per hour at 360 kronor per hour), and is in line with published estimated costs to society. Globally the same assumption correspond to a cost of 260 billion wasted minutes, a time translated into Swedish wages correspond to a global cost of nearly 1.6 trillion.

Environmental aspect

From an environmental perspective the car represents a major polluter! The car pollutes air, water and land, and below are some examples of frightening facts:

• China and the U.S. represent half of the CO2 pollution in the world.

• 70% of air pollution in Chinese cities comes from cars and trucks.

• CO2 emissions from U.S. cars and trucks equal one million tons per day.

• 80 people die each day in the U.S. due to pollution created by car.

• Air pollution in China's 14 largest cities kills 50,000 newborns.

• Air pollution in China is responsible for 400,000 cases of respiratory diseases.

A report by the Environmental Protection Agency in Sweden reported an average level of CO2 pollution at 174 grams per kilometer (not accounting for nitrogen oxides, hydrocarbons or particulates). If the Swedish car fleet could reduce emissions to an average of 120 grams per kilometer, a proposal currently discussed at the European Parliament, we would reduce the carbon dioxide emissions by about 4.9 million ton annually. This is equivalent to seven percent of Sweden's total emission of greenhouse gas.

Our own calculations show that a reduction of one kilometer per car per week in the search process for parking could reduce the total amount of CO2 pollution with just over 39 billion grams per year in Sweden alone. Globally the same assumptions correspond to a reduction in CO2 pollution by over 9,000,000 TONS per year.

Economic aspect

The car also represents direct costs to the individual or company for resources such as gasoline, tire wear, wipers, et cetera. The society also covers costs for the wear and tear on roads, signaling systems, maintenance, an occasional crash, et cetera.

The Swedish Tax Authority has set a deductible cost per kilometer at 1.85 kronor for the use of cars in companies. The same cost per kilometer for two kilometers and car per week represents a potential cost savings at approximately SEK 836 million for individuals and/or companies per year in Sweden alone. Society's costs for the wear and tear of roads can be calculated based on a report from the Swedish Public Transport Agency at 3.5 million, not

SUBSTITUTE SHEET (RULE 26) covering costs for accidents and other causes of cost. Congestion also represents a cost estimated at 7 billion per year, or 4000 per inhabitant and year (Stockholm traffic, Ulrika Honauer, Transport Administration, 2011-10-05).

ART

There are many solutions for traffic planning. One example is www.trafiken.nu, stating that they make it easier to travel in Stockholm (or Gothenburg, Skaraborg, Scania, Kalmar / Oland). You get a comprehensive and timely picture of the traffic situation so that your trip will be easier to plan, whether you travel by car, walk, bicycle or use public transports. Very briefly, the solution provides a picture of the traffic situation with maps, events, cameras and information on road status. It also shows the location of park and ride facilities and places for things like parking garages, but provides no information on availability and absolutely nothing about available parking on the streets.

There are also solutions available for car parks, with examples of the application from Parkeringsbolaget or P-IN in Gothenburg. P-IN shows with over 100 signs available parking spaces at the 14 largest parking facilities in central Gothenburg. A mobile application created for the iPhone shows where there are parking spaces in parking garages, how to drive there, what the hourly rate is and what cards you can use to pay and in some cases also how many available vacancies there are. However, there is no link to parking outside the limited amount of parking houses that is linked to the application.

From an international perspective there are patents published for a wide range of systems for search and parking solutions, below are some examples:

• U.S. 2011191266 - Navigation device and method for Providing Information on parking area

o Solution based on the approach of a motor, a car battery, a solar cell and a control tool for the battery.

• JP 2010281614 - Parking position search systems

o Solution based on a process with an electronic key that can be worn and a radio that can transmit an ID.

• KR 20100122003 - System for parking location search using hot code and method thereof

o Solution based on a process that determines a parked position through a "hot code," a QR code and a mobile phone.

• WO 2009091626 - Method and apparatus to search for local parking

SUBSTITUTE SHEET (RULE 26) o Solution based on a model with GPS to find the best route between point A and point B.

• U.S. 2009204319 - Real-time parking search and point-to-point direction generator

o Solution that "googles" databases with parking information to find places where you can park.

• CN 101441812 - City parking position prescribing induction systems based on wireless sensing network

o Solution based on a process to find and reserve parking places wireless in car parks, parking garages or other controlled and restricted parking areas. This solution is considered by the applicant as the closest prior art.

The conclusion is that there are solutions to search, find and reserve parking spaces in parking garages or other controlled domains, but that we lack a standardized and scalable solution for finding available parking spaces in an open urban environment, where we with an open urban environment refer to normal streets and squares, unlike the parking houses, parking garages or other controlled and restricted parking areas.

SUMMARY

There is currently no standardized and scalable solution for finding available parking spaces in an open urban environment, where we with an open urban environment refer to ordinary streets, unlike the parking houses, parking garages or other controlled and restricted parking areas.

This problem is solved according to various embodiments through methods and systems that locate and inform the user of a client utility of available parking spaces and/or areas with specific characteristics, in an open urban environment.

The presented methods and systems achieves both environmental benefits and reduced costs for the user and for society, as well as time savings for the user that do not need to drive around in vain searching for a parking space.

In various embodiments, the system of the invention is able to communicate warning signals via the client tool when parking obstacles are identified. Furthermore, the system enables automated parking surveillance that can be used by parking companies, as well as opportunities for improved traffic planning, governance and control.

SUBSTITUTE SHEET (RULE 26) LIST OF FIGURES

Figure l show an embodiment of the system, wherein the one or two-way communicating devices are GPS receivers.

Figure 2 shows an embodiment of the system, wherein the one or two-way communicating devices are sensors.

Figure 3 is a schematic view of the information transmission according to an embodiment.

Figure 4 is a schematic view of the information transmission according to an embodiment.

Figure 5 is a schematic view of the information transmission according to an embodiment.

Figure 6 shows the deployment of one or two-way communicating devices according to an embodiment.

Figure 7 shows the deployment of one or two-way communicating devices according to an embodiment.

Figure 8 shows a schematic graph of the system according to an embodiment.

Figure 9 shows the transfer of information to a system that is provided for parking monitoring, traffic planning and/or surveillance in one embodiment.

Figure 10 shows the transfer of information according to an embodiment.

DETAILED DESCRIPTION

Introduction

The process begins with units for one- or two-way communication, according to various embodiments, receivers or sensors comprising or communicatively coupled to the transmitter. These are in the rest of the application referred to only as receivers or sensors, a) Receivers and/or alternatively b) sensors placed at, below or close to the ground. Receivers (a) with the purpose to receive GPS signals and (b) sensors in order to detect objects at close range. GPS signals (a) can be received freely to the receiving device (GPS signals from several satellites brings better precision) if it is "free" between the satellites and receivers. The signals can also be obstructed by a car, a container, or the like, which indicates a "busy" place. The sensors (b) detect if the site is "empty" or if it is already used by a car, container, or the like. The receivers and sensors can work together and the choice of method or methods

SUBSTITUTE SHEET (RULE 26) depend on area, regulations, policy makers, funding and more. Receivers, sensors and all other included components are adapted to the local environment in order to operate in cold, heat, rain, drought, et cetera, along with a local specification that is also anchored by the economic conditions.

Recipients and/or the sensors can be implemented in different ways depending on the region, local regulations, climate, funding, et cetera. A model is a process where a cutting tool digs up a notch in the ground, put down a "skid", connector blocks (such as Marklin-rails), or the like that are provided with receivers/sensors with some gaps, to at a later stage seal the channel with implemented receivers/sensors through asphalt, adhesives, or the like. Another model is where a tool pushes down or applies receivers/transmitters in, on or around the ground given a space that follows how the street or square looks like and how far it should be between each receiver/sensor to record every available parking space. All or parts of the system can be connected to the existing network of power, such as the network for traffic signals. A third method is to attach receivers and/or transmitters on the ceiling, walls, lampposts, traffic lights, or the like, in an area with the opportunity to do so.

The receiving units that receives GPS signals or the sensors that senses their close surroundings, or corresponding technologies, sends (custom functionality for broadcast or additional transmitters) information such as the devices identity, position, quality, et cetera, to one or more servers with one or more applications. The broadcast can be done over the mobile network, the Internet, using radio signals, through a clutch/"cord" (i.e. through existing networks of traffic controls, electrical systems, like a LAN, WAN, or the equivalent), or similar. The application/s runs the received information against other information or other points of interest, such as current street level in the relevant area, where and when you have cleaning nights, streets or places where parking is forbidden, places with characteristics such as charging set for electric cars, gas stations, and the like.

The information is then passed, for example wirelessly over the cellular network or over the Internet to the user's client tool, which can be a mobile phone, laptop, e-reader, or the like. The information can both be sent and retrieved. The user's client tools have one or more applications installed that can interpret and present data, using an application or service over the Internet for the same purpose, or similar. Vacancies and/or busy places, properties, et cetera, are reported to the user in a map through which the user knows where there are free parking spaces without the need for being physically present. The client tool can be connected to use the user's GPS coordinates, making it possible for the system to recognize

SUBSTITUTE SHEET (RULE 26) items in the users close proximity. The user is able to control how he wants the information reported and is able to work with additional services such as the proximity to a desired service, best path, quotes, et cetera. Further values added by the system that can detect the user's position, is that it can alert the user in real time of things such as parking bans and cleaning nights when he runs into a place with such attributes. The warnings can be communicated via the client tools user interface through graphics, sound or light.

The application on the server can also contain information to gather all vacancies in the car park or garages that belongs to parking companies, municipalities, businesses, property owners, and the like. With this invention any available parking space, so be on streets, squares and parks, can be shown to the user in real time and in one place. The invention is a solution that offers great benefits to address the problems mentioned in the problem description, reduce the time it takes to find a parking space, significantly reduce pollution and lower costs for the consumption of resources, as well as scenarios with people who have difficulty to interpret signs and rules (can I stand here? where is parking banned? when?), i.e. reduce stupid parking, and the like.

Moreover, the system makes it possible to build the functionality and logic for things like parking companies to be able to see where there is a vehicle that has not made its payment or who abuse parking rules, i.e. that is in a place with parking banned or the like. One example would be that the user receives a parking lot or parking right in a residential parking and guest parking by purchasing a display unit, here called a "blip", with a unique ID number, which is placed in the car. Through this a central unit can monitor all parking lots, paid fees, vehicle in breach of the parking rules, et cetera, to in its turn dispatch the information to those running regular patrols. This represents an increased efficiency at the same time as the number of kilometers and fuel consumption is reduced. Further that the state, local or other stakeholders are provided statistics, traffic management, et cetera for better traction or other capacity measures. There are also opportunities to build a structure with the booking and the included control of specific parking spaces. One example would be to reserve a specified location within a residential parking. With control of the site, the legitimate holder can ensure that there is an underlying control that continuously monitors that no one uses the place against the current regulatory framework, with a program for those who do (i.e. security guards that fine).

SUBSTITUTE SHEET (RULE 26) Brief Description of the embodiments Figure l - The reception of GPS signals (a)

• Displays deployed one- or two-way communicating devices, here in the form of receivers (100) of GPS signals (A) on the streets, squares, ceilings, or similar. The recipients receive GPS signals from satellites (200) where it is "free" for reception. The GPS receiver receives signals through glass and plastic, but the signal does not pass through metal. Where the receiver is covered (B) with the metal in a vehicle, container or similar (300), the reception is disturbed. With our invention follows that we through the recipients can register where there are empty/vacant places (C) on the streets and squares and where the places are occupied by cars, containers, or similar.

Figure 2 - Registration via sensors (b)

• Displays deployed one- or two-way communicating devices, here in the form of sensors (400) on the streets, roofs, or similar. The sensors detect the location of objects in their immediate vicinity (D), i.e. a car, container, or the like. Locations where there are no objects in close proximity (E) represent a location that may be possible to use for parking. Another way to put it is that the sensors detect if the view is "free", which means that the sensors location is a vacant parking lot.

Figure 3 - Transmission of information through wiring

• The information received from the one or two-way communicating devices (10) according to different embodiments communicate further to one or more server/-s (500) with one or more applications (550) through a prolongation or connection (F), such as a standard cable or similar which can be wired in for example the municipality traffic or lighting systems and along which the attached one- or two-way communicating devices (10). The set can be equated to a LAN, WAN, or the equivalent. The application receives information such as the GPS information, device identity, property in proximity, et cetera. By matching the received information against access to street plans, cleaning days, loading/lorry zones, or sites with properties (575) such as charging units for electric cars, proximity to a gas station, if parking on the street requires a charge or not, if the parking fee exceeds a threshold set by the user, et cetera, the application can recognize all the places not to use or which ones are available for parking given the user's desired preferences.

SUBSTITUTE SHEET (RULE 26) Figure 4 - Transmission of information over Internet/GPRS/GSM/3G/4G or similar technology

• The information received from the one- or two-way communicating devices (no) is according to various embodiments further communicated via the Internet, wirelessly via the mobile phone network to a server (500) with one or more applications (550) over the Internet, GPRS, GSM, 3G, 4G or similar future communication platforms (G). The application receives information such as the devices identity, property in proximity, et cetera. By matching the received information against access to street plans, cleaning days, loading/lorry zones, or sites with properties (575) such as charging units for electric cars, proximity to a gas station, if parking on the street requires a charge or not, if the parking fee exceeds a threshold set by the user, et cetera, the application can recognize all the places not to use or which ones are available for parking given the user's desired preferences.

Figure 5 - The information is made available with the user's client tools

• The application or applications on the server or servers communicate information to the user's client tool (600), i.e. computer, mobile phone, "TomTom", iPad, or similar. The client uses an application (620), such as a mapping solution, where sites are recognized by the customer. The last may be markers for positions in an area that represents the "vacancies" or markings which slots are occupied (300 marks busy place in Figure 5). Extensions can be made for sites with features such as charging units for electric cars. The client can also be connected to an application or service on the net (640) that presents information to the user in the same manner as an application on the client tool. Furthermore, the server and the applications can be running in conjunction with complementary services for information reception and/or provide information to other individuals, companies or organizations for their services (660). Examples of the last may be for traffic planning in cities and counties, for parking companies to verify fees paid, or the like.

Figure 6 - Implementation of receivers and/or sensors

• Through a cutting tool, a channel can be cut in the asphalt in streets and squares (700). In the cut/dug channel an extension can be added in the form of a "cord"/ customizable connection profiles/or the like that contain receivers/sensors (710) at a distance suitable for the local environment given things like intersections, parking,

SUBSTITUTE SHEET (RULE 26) car size, traffic signals, driving instructions, et cetera. Alternatively, you can add such an extension in the form of a "cord'Vcustomizable connector blocks/or the like that contain receivers/sensors (710) at a distance suitable for the local environment given things like intersections, parking, car size, traffic signals, driving instructions, et cetera, directly adjacent to the ground. In one embodiment, the extension can be attached directly to the ground using an adhesive medium such as glue or tape. The extension is in accordance with one embodiment, a thin wire with small receivers/sensors with unique ID number that can be read or communicated. The system of receivers/sensors can also be connected to existing networks, i.e. connected to the existing network of traffic signals for power supply or communication of information in accordance with previous instructions (720).

Figure 7 - Implementation of receivers and/ or sensors

• Another example of the implementation of receivers/processors. Through a tool (800) receivers/transmitters are placed out in, on or near the ground/ceiling/wall for adjustment to the entire system according to the other instructions.

Figure 8 - Summary (excluding the implementation of receivers/sensors)

• Shows the entire flow, with:

1. The reception of GPS signals

2. Sensors that detect objects in its vicinity

3. The information is transmitted to one or more servers with one or more applications over a connection/cord (like a LAN, WAN, such as the municipal control system for traffic signals)

4. The information is transmitted to one or more servers with one or more applications over the mobile network, Internet, or similar

5. The application/applications add value to the information received by providing information on other properties, match against street plans, parking rules, et cetera.

SUBSTITUTE SHEET (RULE 26) 6. The application/applications can also download or submit additional information, services or similar from other people, companies or organizations, such as the municipality for its traffic or parking companies for its parking control

7. The information is made available to the user on the user-selected tool, such as a smartphone, an iPod, a laptop, or similar, and presents free/busy places and their properties, such as dots on a map, send warning signals such as parking bans, cleaning night, stopping prohibitions, garage driveway, another driveway, loading/lorry zone, and the like.

Figure 9 - Automated parking control

• Shows the flow to further automate parking control, i.e. for a parking company guarding a "residential" parking. Users who have or buy parking rights in one area uses an indicator unit, here called a "blip" (910), with the ID number of the car. The system senses the parking lots, vehicles and ID numbers in the "blip's" (A) and sends information (B) to the receiving entity (920), which may be the parking company, or other entity. The information sent to the receiving entity may be the cars parked without a blip (930), the cars with blip (940), with or without matching against a spot, or the like. The parking company or the receiving party can match the received information against their user records with parking rights in the designated area. The parking company can work both centrally on a monitor, locally using a client tool, or what works best, where there are cars that do not have parking rights and can dispatch/route their inspectors to the spot with high precision, and the control can be automated to a large extent. The system can see who has not paid without the need for the examiner to look through the windscreen after parking rights.

Figure 10 - Automated control and warning signals

• A complementary service (980) in the system is for users in the parking process (A) on a vacant spot. The application or application detects the user's location by GPS or equivalent tool in the user's client (B). The application or applications match the user's position against available information, such as toll or toll-free, stop ban, parking ban, garage, forbidden to park, driveway, loading/lorry zone, cleaning night, et cetera (C). Users can set their own rules matching their own preferences with

SUBSTITUTE SHEET (RULE 26) regards to control and/or warning signals, what the user will be alerted to and what not. With a match between position and desired attribute the application or applications sends information to the client tool and captures the user's attention through a warning signal in the form of graphics, sound, light, or other.

The embodiments of above figures are further explained below.

Exemplary embodiments

Below are listed various embodiments to provide a standardized and scalable solution to find available parking spaces in an open urban environment. An open urban environment equals ordinary streets and squares and not parking houses, parking garages or other controlled and restricted parking areas.

According to one aspect of the invention the system provide parking assistance in an open urban environment, comprising: one or two-way communicating devices, placed in such a way that each one of these units represent a parking place in the open urban environment, where each unit can communicate, through active and/or passive communication, information indicating whether each parking space is vacant or occupied, a central unit adapted to communicate with the deployed one- or two-way communicating devices via a first communication network, a client tool comprising a user interface through which a user is presented information regarding the available and/or busy parking lots, where the client tool is adapted to receive information regarding the available and/or busy parking lots from the central unit via a second communication network.

According to one embodiment the client tool is adapted to receive information on properties related to parking, such as parking ban and/or cleaning night, and react with signals. Another way of putting it is that the application or applications implemented in the client tool can send signals to the user alerting on properties such as parking ban, cleaning night and more, as the information is communicated to the user via the client tools interface. The communication/warning signals may be in the form of graphics, sound, light, or other appropriate means of communication.

The first and second communication network over which the various elements of the system communicate with each other may be either a single communication or two different communication networks. The one or more communication networks used may be for example the Internet, one or more mobile telephone networks - such as GPRS, GSM, 3G or

SUBSTITUTE SHEET (RULE 26) 4G - one or more local area networks, such as a radio network, a cable system or a combination of two or more of these options.

The one or two-way communicating devices include in one embodiment the receivers of GPS signals. By reading the quality, such as signal strength, of one or many received GPS signal/-s sent from one or more GPS satellite/-s it is possible to get an indication of whether the parking lot that is related to the current GPS receiver is idle or busy. If there is a car, a container or the like on the site the signal strength will be low or non-existent, which indicates to the system that the place is busy.

In an alternative embodiment the one or two-way communicating devices are sensors that detect if there are objects in their vicinity. The sensors may for example be induction-based sensors, direct sensing sensors, magnetic sensors, or the like.

According to one embodiment the logic of the system, for example implemented in the central unit, can set the status at a parking lot to free or busy, depending on the indication communicated. This status is continuously updated for each parking space, when new data arrives.

In one embodiment the central unit/-s at the one or more server/-s are equipped with software designed for the purpose, for example comprising a database for storing information about parking spaces, their status and other properties.

The user interface can for example be any of the following:

- A user interface that is accessed via a website

- A user interface that is accessed via an Internet application

- A user interface accessed via a mobile application

- A user interface which is implemented in the user's vehicle and accessible through interaction capabilities that are built into the vehicle

According to one embodiment, the information regarding vacant and/or occupied parking spaces is combined with additional information before it is presented using the client tool. In this embodiment the system may also include or communicate with one or more applications (550) and match the received information against other received or retrieved information or other features (575) at the parking lot, as described in the examples presented earlier.

The additional information may include a selection of the following:

SUBSTITUTE SHEET (RULE 26) - when cleaning nights occur on different streets

- parking ban

- stop ban

- loading/lorry zone

- driveway

- planned demonstrations

- proximity or position of charging units for electric

- proximity or position to a gas station

- information if the location or street is with a charge or not

- information on fee level

According to one embodiment the system can also be adapted to receive or retrieve information from additional services for travel planning or cost proposal. This information can be communicated to the user via the client tool.

According to one embodiment the central server also provides access to information regarding vacant and/or occupied parking spaces in car parks, parking garages or other controlled and restricted parking areas, in addition to information on vacant and/or busy parking lots in the open urban environment. In this case the information on available and/or occupied parking spaces in car parks, parking garages or other controlled and restricted parking areas are communicated to the user via the client tool as a complement to the information regarding parking in the open urban environment.

In one embodiment the system includes an interface to one or more systems arranged for parking monitoring, traffic planning and/or traffic surveillance. Through these interfaces the information regarding vacant and/or occupied parking spaces is communicated so that the information can be used for parking companies, and/or to society for traffic planning, traffic management and/or traffic surveillance.

According to one embodiment the one or two-way communicating devices are also adapted to read a unique ID number of an indicator device that is within a predetermined reading distance of the one or two-way communicating device, where the distance correspond that the indicator device is within the parking area that the one or two-way communicating entity

SUBSTITUTE SHEET (RULE 26) represents. This embodiment is used for automated parking control where the indicator unit, also referred to as a "blip" higher up in the text, show that the car has a parking permit. In one embodiment the information from the units is used for automated parking control, where a) the system sends collected information about free/busy parking lots and scanned ID numbers to a central receiving unit in the possession of or communicatively coupled to a parking company or other participant for parking surveillance, and b) the operator of the parking surveillance matches the received information against his or her payment records or similar records.

In other words, someone who is dedicated to parking control, such as a parking company, will automatically receive information by the one- or two-way communicating devices which parking spaces are occupied by, for example, a car or container supplemented by information on whether there is an indicator device that corresponds a parking permit located within the boundary of the busy parking lot. If a busy place does not include an indicator unit that correspond to a parking permit a guard can be sent to check if there is a car parked that violates the parking rules.

In one embodiment, the client tool is adapted to send alarm signals that indicate obstacles for parking. Barriers for parking can for example be the following:

- parking bans

- cleaning night

- stop ban

- driveway

- loading/lorry zone

Another way of putting it, the application or applications that are implemented in the client tool can by sending signals alert the user on properties such as parking ban, cleaning night and more as that information is communicated to the user via the client tools interface. The communication/ warning signals may be in the form of graphics, sound, light, or other appropriate means of communication.

SUBSTITUTE SHEET (RULE 26) According to one embodiment the client tool present information regarding vacant and/or occupied parking spaces within a given environment. For example, the client tool can present the status of the parking spaces in the vicinity of the user's vehicle. The user's position may for example be obtained by reading the user's GPS position. The presentation of information may for example be updated each time new information is received by the system, or each time the user has traveled a predetermined distance from the previous position. Furthermore, according to an embodiment the application or applications can send signals to the client tool that alerts the user about properties such as parking bans and cleaning night.

According to one embodiment the client tool is adapted to receive information regarding the available and/or busy parking lots from the central unit in response to a request from the client tool. This request may for example be achieved by using the user interaction opportunities linked to the user interface and where the user actively chooses how to receive the information presented. Another option is that the client tool automatically sends a request when the client tool is activated, turned on or as the client tool sends requests continuously throughout the time when it is active.

According to one embodiment a user of the system can choose to reserve a parking space with the status vacant, thus bookable. The user assigns a free parking space by using the interaction opportunities linked to the user interface, after which the reserved parking spot is set with a status vacant in the system. In other words the booking request from the user triggers the central unit to set the status of the current parking lot to busy. When the parking lot is booked and has a busy status it will be shown as busy in all other user's client tools, alternatively not appear at all if only the seats available are displayed. Optionally, there is a time related to the reservation, for example in the order of 5 minutes or 15 minutes, depending on what is appropriate. As this time has passed the status of the parking lot is updated from the information received. In other words, if the driver has arrived and parked within the set time the place continuous to be set as busy, and if the driver has chosen a different place and no car or other object such as a container stands on the place the status is again set to not busy.

In one embodiment the one or two-way communicating devices are located under the ground in connection to the parking places in the open urban environment. In an alternative embodiment the one or two-way communicating devices are located adjacent to the ground in connection to the parking places in the open urban environment. In this embodiment, the extension can be attached directly to the ground using an adhesive medium such as glue or tape. The one or two-way communicating devices which are placed under ground or adjacent

SUBSTITUTE SHEET (RULE 26) to the ground can be attached along the same extension, or be separate devices. The extension can according to various embodiments be a cord, a port replicator or a "Marklin" rail-like structure or a thin wire with small receivers/sensors with unique ID numbers that can be read or communicated. If the extension is located under the ground, it may have been implemented in the ground in the manner described earlier. When separate units are used, they can be implemented into the ground in the manner described earlier. In one embodiment the system may be connected to an existing power network, such as network traffic signals.

Another aspect of the invention is a method for parking assistance in an open urban environment, comprising the steps of: receiving in a central unit via a communication network, information about free and/or occupied parking spaces from one or two-way communicating devices, placed in such a way that each of these units represents a parking lot in the open urban environment, send the information on vacancies and/or busy parking lots from the central unit to a client tool via a second communication network, and present the information regarding vacant and/or occupied parking spaces to a user with the help of a user interface in the client tool.

In one embodiment the information regarding the available and/or occupied parking spaces are combined with additional information before it is presented with the help of the client tool, as described above.

In yet another embodiment the information is sent on vacant and/or occupied parking lots from the central unit to the client tool as a response from the central unit to a request received from the client tool, as described above.

SUBSTITUTE SHEET (RULE 26)