Patent Publication Number: US-2023142114-A1

Title: Managing apparatus

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. application Ser. No. 17/562,827 filed Dec. 27, 2021, which is a continuation U.S. application Ser. No. 17/064,084 filed Oct. 6, 2020, which is a continuation of U.S. application Ser. No. 16/148,119 filed Oct. 1, 2018 (now U.S. Pat. No. 10,845,807 issued Nov. 24, 2020), which is based upon and claims the benefit of priority of the prior Japanese Patent Application No. 2017-192865, filed on Oct. 2, 2017. The entire disclosures of the prior applications are considered part of the disclosure of the accompanying continuation application, and are hereby incorporated herein by reference in their entirety. 
    
    
     BACKGROUND 
     1. Technical Field 
     Embodiments of the present disclosure relate to a managing apparatus configured to manage a vehicle in a parking lot or a car park. 
     2. Description of the Related Art 
     For this type of apparatus, for example, there is proposed an apparatus that is configured to automatically drive and park a vehicle with an automatic drive function in a parking lot and that is configured to automatically drive a parked vehicle so that the parked vehicle arrives at a pick-up or boarding place before a scheduled departure time point, which is specified by a user (refer to Japanese Patent Application Laid Open No. 2015-176468 (Patent Literature 1)). Alternatively, there is proposed an apparatus that is configured to generate a route starting from a parking space to a pick-up position and that is configured to determine a time for a vehicle to start to move, in order that the vehicle, which is parked in the parking space, arrives at the pick-up position on time (refer to PCT International Publication No. WO2015/062769 (Patent Literature 2)). 
     In a parking lot in which this type of apparatus is applied, when a vehicle enters, a user gets out of the vehicle at a predetermined drop-off or alighting place, and the vehicle is then automatically moved from the drop-off place to a parking space. When a vehicle leaves, the vehicle is automatically moved from the parking space to a predetermined pick-up place. In a time period in which there are relatively many leaving vehicles, such as in the evening, there are many vehicles that should be allowed to leave. On the other hand, a space for the pick-up place is limited. At this time, if the user does not arrive at the pick-up place before the scheduled departure (or boarding or pick-up) time point, the user&#39;s vehicle continues to occupy the pick-up place. As a result, it is likely hard that parked vehicles leave smoothly. This problem cannot be solved by technologies/techniques described in the aforementioned Patent Literatures 1 and 2. 
     SUMMARY 
     In view of the aforementioned problems, it is therefore an object of embodiments of the present disclosure to provide a managing apparatus configured to suppress an occupancy time of a vehicle in a pick-up place so that a vehicle can leave smoothly. 
     The above object of embodiments of the present disclosure can be achieved by a managing apparatus allows self-driving of a vehicle, which allows the vehicle to enter a parking space out of a plurality of parking spaces from an outside of a parking lot including the plurality of parking spaces, and which allows the vehicle to leave the parking lot for a predetermined place in the outside, the managing apparatus provided with: a wait time setting device configured to set a maximum wait time of the vehicle in the predetermined place; and a controller configured to set a driving route for returning the vehicle to the parking lot from the predetermined place on condition that the maximum wait time elapses from an arrival of the vehicle in the predetermined place, and configured to provide the self-driving of the vehicle along the driving route. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a diagram illustrating an overview of a parking lot according to an embodiment; 
         FIG.  2    is a block diagram illustrating a parking-lot-side apparatus according the embodiment; 
         FIG.  3    is a flowchart illustrating an entering process according the embodiment; 
         FIG.  4    is a flowchart illustrating a leaving process according the embodiment; 
         FIG.  5    is a flowchart illustrating a maximum wait time setting process according the embodiment; 
         FIG.  6    is a diagram illustrating an example of a maximum wait time according the embodiment; 
         FIG.  7    is a flowchart illustrating an entering process according a modified example; and 
         FIG.  8    is a flowchart illustrating a leaving process according the modified example. 
     
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
     A managing apparatus according to an embodiment will be explained with reference to  FIG.  1    to  FIG.  6   . In the following embodiment, an example of the managing apparatus is a “parking-lot managing apparatus”. 
     Overview 
     Firstly, an overview of a parking lot in which the parking-lot managing apparatus according to the embodiment is installed will be explained with reference to  FIG.  1   .  FIG.  1    is a diagram illustrating the overview of the parking lot according to the embodiment. 
     In  FIG.  1   , a user gets out of a vehicle at a drop-off or alighting place in an outside of the parking lot. When the vehicle enters, the parking-lot managing apparatus is configured to transmit an instruction to the vehicle to park in a predetermined parking space (e.g., in a parking space indicated by a thick frame in  FIG.  1   ). The vehicle that has received the instruction may enter the parking lot through an entrance gate, and may park in the predetermined parking space, for example, by using an automatic drive function. When a vehicle leaves, the parking-lot managing apparatus is configured to transmit an instruction to the vehicle that is to be left, to move to a pick-up or boarding place. The vehicle that has received the instruction may move to the pick-up place through an exit gate from the parking lot, for example, by using the automatic drive function. If there is no empty space in the pick-up place, the leaving vehicle waits in a standby space near the exit gate. 
     Particularly in the embodiment, if a wait time in the pick-up place of the vehicle that has moved to the pick-up place exceeds a maximum wait time, the parking-lot managing apparatus is configured to transmit an instruction to the vehicle that has waited for more than the maximum wait time, to return to the parking lot. The vehicle that has received the instruction may enter the parking lot through a return gate, for example, by using the automatic drive function. The maximum wait time will be described later. 
     (Configuration) 
     Next, a configuration of the parking-lot managing apparatus will be explained with reference to  FIG.  2   .  FIG.  2    is a block diagram illustrating a parking-lot-side apparatus according the embodiment. 
     In  FIG.  2   , a parking-lot managing apparatus  10  is provided with a communicator  11 , a monitor  12 , a parking-lot database (DB)  13 , an entering instruction unit  14 , a leaving instruction unit  15 , a re-entering instruction unit  16 , and a maximum wait time setting unit  17 . The monitor  12  is configured to monitor a vehicle status or the like, in each of the parking lot, the drop-off place, and the pick-up place, for example, by using a camera, an optical sensor, or the like. The parking-lot database  13  is configured to store therein, for example, the number of parking spaces, a position (or coordinates) of each parking space, driving route information, information associated with a situation of utilization in the past, or the like. The entering instruction unit  14 , the leaving instruction unit  15 , the re-entering instruction unit  16 , and the maximum wait time setting unit  17  will be described later. 
     A vehicle  20  targeted by the parking lot (refer to  FIG.  1   ) in which the parking-lot managing apparatus  10  is installed, is provided with a communicator  21  and an electronic control unit (ECU)  22 . The ECU  22  may have, for example, a vehicle surroundings monitoring function, a parking position search function, a driving route generation function, an automatic drive function, an automatic parking function, and the like. Those functions can be realized by the existing technologies/techniques, and an explanation of the details will be thus omitted. 
     A user terminal  30  held by a user of the vehicle  20  is provided with a communicator  31  and a human machine interface (HMI)  32 . The user terminal  30  is configured to display an instruction associated with the parking of the vehicle  20  (e.g., an entering instruction) and information associated with the parking space of the vehicle  20 . The user terminal  30  may be an exclusive terminal, or may be a terminal realized by installing an exclusive application, for example, to a smartphone or the like. 
     (Operation of Parking-Lot Managing Apparatus) 
     Next, the operation of the parking-lot managing apparatus  10  will be explained with reference to  FIG.  3    to  FIG.  6   .  FIG.  3    is a flowchart illustrating an entering process according the embodiment.  FIG.  4    is a flowchart illustrating a leaving process according the embodiment.  FIG.  5    is a flowchart illustrating a maximum wait time setting process according the embodiment.  FIG.  6    is a diagram illustrating an example of the maximum wait time according the embodiment. 
     1. Entering Process 
     In  FIG.  3   , firstly, if a parking system is started by the user of the vehicle  20  in the drop-off place (refer to  FIG.  1   ), the vehicle  20  and the parking-lot managing apparatus  10  are allowed to communicate with each other (step S 121 ). Here, the parking system may be started by the user operating a not-illustrated predetermined switch or the like, which is mounted on the vehicle  20 , or may be started via the user terminal  30 . The parking system conceptually includes, for example, the vehicle surroundings monitoring function, the parking position search function, the driving route generation function, the automatic drive function, and the automatic parking function (refer to  FIG.  2   ). If the parking system is started, those functions become effective. 
     After the communication with the vehicle  20  is allowed, the entering instruction unit  14  of the parking-lot managing apparatus  10  may determine whether or not the vehicle  20  can enter, on the basis of an output of the monitor  12  (e.g., information indicating a vehicle status in the parking lot, etc.). The entering instruction unit  14  then transmits a determination result to the vehicle  20 , as entrance availability information (step S 111 ). The ECU  22  of the vehicle  20  obtains the entrance availability information (step S 122 ), and notifies the user of information corresponding to the entrance availability information (e.g., “available”, “full”, etc.). 
     In  FIG.  1   , as a matter of convenience, the drop-off place is next to the parking lot; however, the drop-off place may be located relatively far from the parking lot in some cases. The user can know whether or not the parking lot is available by the entrance availability information that is transmitted to the vehicle  20 . 
     If the entrance availability information indicates that the vehicle  20  cannot enter the parking lot (i.e., full), a subsequent procedure depends on the user&#39;s decision; for example, the vehicle  20  may be moved to use another parking lot, or the vehicle  20  may wait until being allowed to enter. 
     Here, the entering process illustrated in  FIG.  3    will be explained in the assumption that the entrance availability information indicates that the vehicle  20  can enter the parking lot. After the step S 122 , a leaving time point set by the user is obtained (steps S 112 , S 123 ). 
     At this time, if the user sets the leaving time point via a not-illustrated input device mounted on the vehicle  20 , the ECU  22  of the vehicle  20  may obtain and store the set leaving time point, for example, in a memory or the like. The ECU  22  may further transmit a signal indicating the leaving time point, to the parking-lot managing apparatus  10 . The entering instruction unit  14  of the parking-lot managing apparatus  10  that has received the signal may store the leaving time point indicated by the signal, in the parking-lot DB  13 , in association with, e.g., specific information indicating the vehicle  20 , information indicating a parking place of the vehicle  20 , or the like. Alternatively, if the user sets the leaving time point via the HMI  32  of the user terminal  30 , a signal indicating the leaving time point may be transmitted to the parking-lot managing apparatus  10  and the vehicle  20  via the communicator  31 . 
     The entering instruction unit  14  of the parking-lot managing apparatus  10  then determines a parking place of the vehicle  20  and a driving route starting from the drop-off place to the parking place, with reference to, for example, the position of each parking space stored in the parking-lot DB  13  and the driving route information, and transmits a signal indicating the determined parking place and the determined driving route, to the vehicle  20  (step S 113 ). 
     The ECU  22  of the vehicle  20  obtains the signal indicating the parking place and the driving route (step S 124 ). After the user gets out of the vehicle  20 , the ECU  22  may generate a driving route on which the vehicle  20  actually should run, by using the driving route generation function, for example, in view of an obstacle or the like in the surroundings of the vehicle  20 , which is detected by the vehicle surroundings monitoring function, with reference to the driving route indicated by the obtained signal. The ECU  22  may then control, for example, an engine, a motor, various actuators or the like, so that the vehicle  20  runs along the generated driving route, by using the automatic drive function. After the vehicle  20  passes through the entrance gate and moves to near the parking place indicated by the obtained signal, the ECU  22  detects the parking place (e.g., a white line indicating the parking space, or the like) by using the parking position search function, and parks the vehicle  20  in the parking place by using the automatic parking function (step S 125 ). 
     The ECU  22  then sets the vehicle  20  in a standby mode (step S 126 ). The “standby mode” herein is, for example, a state in which energy consumption is reduced or suppressed, while communication is allowed between the vehicle  20  and the parking-lot managing apparatus  10 . 
     The step S 112  and the step S 123 , i.e., obtaining and storing the leaving time point, may be omitted. In other words, the user may not set the leaving time point when entering. In this case, the leaving time point may be set via the user terminal  30  after the completion of the parking of the vehicle  20 , or a signal indicating a leaving instruction may be transmitted to the parking-lot managing apparatus  10  from the user terminal  30  in such timing that the user desires the vehicle to leave. 
     2. Leaving Process 
     In  FIG.  4   , the leaving instruction unit  15  of the parking-lot managing apparatus  10  transmits a leaving announcement, to the vehicle  20  via the communicator  11 , a predetermined time before the set leaving time point, or when receiving the signal indicating the leaving instruction of the vehicle  20  (step S 211 ). The ECU  22  of the vehicle  20  that has received the leaving announcement may release or cancel the standby mode. The “predetermined time before the leaving time point” may be determined, for example, in view of a time required to move to the pick-up place (refer to  FIG.  1   ) from the parking place of the vehicle  20 , or the like. 
     The leaving instruction unit  15  then determines a standby position of the vehicle  20  in the pick-up place and a driving route starting from the parking place to the standby position, with reference to, for example, the driving route information or the like stored in the parking-lot DB  13 , and transmits a signal indicating the determined standby position and the determined driving route, to the vehicle  20  (step S 212 ). 
     The ECU  22  of the vehicle  20  obtains the signal indicating the standby position and the driving route (step S 221 ). The ECU  22  may then generate a driving route on which the vehicle  20  actually should run, by using the driving route generation function, for example, in view of an obstacle or the like in the surroundings of the vehicle  20 , which is detected by the vehicle surroundings monitoring function, with reference to the driving route indicated by the obtained signal. The ECU  22  may then control, for example, the engine, the motor, the various actuators or the like, so that the vehicle  20  runs along the generated driving route, by using the automatic drive function. After the vehicle  20  passes through the exit gate and moves to near the standby position indicated by the obtained signal, the ECU  22  detects the standby position by using the parking position search function, and parks the vehicle  20  in the standby position by using the automatic parking function (step S 222 ). 
     The ECU  22  then transmits an arrival report to the parking-lot managing apparatus  10  via the communicator  21  (step S 223 ). At this time, the ECU  22  may keep the vehicle  20  travelable. The maximum wait time setting unit  17  of the parking-lot managing apparatus  10  that has received the arrival report sets the maximum wait time, which is a maximum value of a time in which the vehicle  20  can wait in the pick-up place (step S 213 ). 
     Now, a method of setting the maximum wait time will be explained with reference to the flowchart in  FIG.  5   . In  FIG.  5   , the maximum wait time setting unit  17  recognizes a congestion degree of the pick-up place on the basis of the output of the monitor  12  (e.g., the information indicating the vehicle status or the like in the parking lot and in the pick-up place) (step S 2131 ). Specifically, the maximum wait time setting unit  17  may recognize a present congestion degree, for example, on the basis of the storage number in the pick-up place, the number of vehicles that are parked in the pick-up place, the number of vehicles that wait to leave (e.g., the number of vehicles that are in the standby space of the parking lot (refer to  FIG.  1   )), the number of leaving instructions per time. 
     In parallel with the step S 2131 , the maximum wait time setting unit  17  may predict a future leaving number, i.e., the number of vehicles that will leave in the future, on the basis of the information associated with the situation of utilization in the past, the leaving time point of each vehicle, a tendency of a delay time with respect to the leaving time point, or the like, which are stored in the parking-lot DB  13 , and a present time point. 
     The maximum wait time setting unit  17  may set the maximum wait time on the basis of results of the step S 2131  and the step S 2132 . Specifically, if the congestion degree is “high” (step S 2133 : High), the maximum wait time setting unit  17  sets a minimum value of a time range that can be set as the maximum wait time, as the maximum wait time (step S 2134 ). If the congestion degree is “middle” (the step S 2133 : Middle), the maximum wait time setting unit  17  sets a value near the center of the time range that can be set as the maximum wait time, as the maximum wait time (step S 2135 ). If the congestion degree is “low” (the step S 2133 : Low), the maximum wait time setting unit  17  sets a maximum value of the time range that can be set as the maximum wait time, as the maximum wait time (step S 2136 ). 
     With regard to a relation between the maximum wait time set in the above manner and a leaving time zone, for example, as illustrated in  FIG.  6   , a relatively short maximum wait time may be set for the evening in which the congestion degree is relatively high, and a relatively long maximum wait time may be set for the midnight to the early morning in which the congestion degree is relatively low. 
     Back in  FIG.  4    again, after the step S 213 , the re-entering instruction unit  16  of the parking-lot managing apparatus  10  starts to count the wait time associated with the vehicle  20  (step S 214 ). The re-entering instruction unit  16  then determines whether or not the user is in the vehicle  20  (step S 215 ). Here, whether or not the user is in the vehicle  20  may be determined, for example, by detecting whether or not a signal indicating the user&#39;s ride is transmitted from the vehicle  20 , whether or not the parking system is turned off, or similar situations. 
     In the determination in the step S 215 , if it is determined that the user is in the vehicle  20  (the step S 215 : Yes), the leaving process illustrated in  FIG.  4    is ended. On the other hand, in the determination in the step S 215 , if it is determined that the user is not in the vehicle  20  (the step S 215 : No), the re-entering instruction unit  16  determines whether or not the wait time is greater than the maximum wait time (step S 216 ). If it is determined that the wait time is not greater than the maximum wait time (the step S 216 : No), the re-entering instruction unit  16  performs the determination in the step S 215  again. 
     On the other hand, in the determination in the step S 216 , if it is determined that the wait time is greater than the maximum wait time (the step S 216 : Yes), the re-entering instruction unit  16  transmits a signal indicating a re-entering instruction to the vehicle  20  (step S 217 ). The re-entering instruction unit  16  then transmits a signal indicating a parking place in which the vehicle  20  is parked when re-entering and a driving route starting from the pick-up place to the parking place, to the vehicle  20 , on the basis of the output of the monitor  12  and the information stored in the parking-lot DB  13  (step S 218 ). The driving route at this time may be, for example, a route on which the vehicle enters the parking lot through the return gate from the pick-up place, joins a line of entering vehicles, and goes to the parking place (refer to a dashed line (I) in  FIG.  1   ), or a route on which the vehicle enters the parking lot through the return gate from the pick-up place and goes directly to the standby space near the exit gate or a route on which the vehicle joins a line of leaving vehicles (refer to a dashed line (II) in  FIG.  1   ). 
     The ECU  22  of the vehicle  20  obtains the signal indicating the parking place and the driving route (step S 224 ). The ECU  22  may then generate a driving route on which the vehicle  20  actually should run, by using the driving route generation function, for example, in view of an obstacle or the like in the surroundings of the vehicle  20 , which is detected by the vehicle surroundings monitoring function, with reference to the driving route indicated by the obtained signal. The ECU  22  may then control, for example, the engine, the motor, the various actuators or the like, so that the vehicle  20  runs along the generated driving route, by using the automatic drive function. After the vehicle  20  passes through the return gate and moves to near the parking place indicated by the obtained signal, the ECU  22  detects the parking place by using the parking position search function, and parks the vehicle  20  in the parking place by using the automatic parking function (step S 225 ). The ECU  22  then sets the vehicle  20  in the standby mode (step S 226 ). 
     After re-entering, if the vehicle  20  is parked in the parking space, i.e., if the parking place is the parking space, the leaving process illustrated in  FIG.  4    may be performed again when the leaving instruction unit  15  receives the signal indicating the leaving instruction of the vehicle  20 . Alternatively, after re-entering, if the vehicle  20  goes directly to the standby space near the exit gate (refer to  FIG.  1   ) or if the vehicle  20  joins a line of leaving vehicles, the vehicle  20  is allowed to leave in accordance with a flow of the exit of the leaving vehicles. 
     (Technical Effect) 
     The parking-lot managing apparatus  10  is configured to return the vehicle  20  from the pick-up place to the parking lot if the wait time of the vehicle  20  that has moved to the pick-up place in the leaving process exceeds the maximum wait time. It is thus possible to prohibit that the pick-up place is occupied by a vehicle for a long time. In addition, an empty space for a vehicle is formed in the pick-up place. It is thus possible to move a following vehicle from the parking lot to the pick-up place. Therefore, according to the parking-lot managing apparatus  10 , it is possible to suppress the occupancy time of the vehicle in the pick-up place so that parked vehicles can leave smoothly. 
     The driving route in re-entering may be set, for example, to a driving route on which the vehicle joins a line of entering vehicles, as illustrated by the dashed line (I) in  FIG.  1   . Such a configuration may provide a relatively simple driving route of the vehicle in the parking lot. It is thus possible to reduce a processing load of the parking-lot managing apparatus  10 . 
     The driving route in re-entering may be set, for example, to a route on which the vehicle goes directly to the standby space near the exit gate or a route on which the vehicle joins a line of leaving vehicles, as illustrated by the dashed line (II) in  FIG.  1   . Such a configuration may allow a time required for the vehicle that re-enters to leave again, to be relatively short. As a result, it is possible to improve convenience of the user. 
     The maximum wait time may be set, for example, in accordance with the congestion degree, which is based on the number of vehicles that are parked in the pick-up place, the information associated with the situation of utilization in the past, the leaving time point of each vehicle, the tendency of the delay time with respect to the leaving time point, or the like. It is therefore possible to set an appropriate maximum wait time in accordance with a congestion situation of leaving vehicles. 
     &lt;Modified Example&gt; 
     It is premised in the aforementioned embodiment that the vehicle  20  is configured to drive automatically. The aforementioned parking-lot managing apparatus  10  can be applied, for example, to a parking lot that is provided with a transport mechanism capable of transporting a vehicle on a pallet (or a cargo carriage) altogether, or capable of transporting a vehicle by a conveyor. Such a parking lot can also target a vehicle that does not have the automatic drive function. 
     The operation of the parking-lot managing apparatus  10  in the parking lot described above will be specifically explained with reference to  FIG.  7    and  FIG.  8   .  FIG.  7    is a flowchart illustrating an entering process according a modified example.  FIG.  8    is a flowchart illustrating a leaving process according the modified example. 
     1. Entering Process 
     In  FIG.  7   , firstly, the entering instruction unit  14  of the parking-lot managing apparatus  10  obtains the leaving time point set by the user and stores it in the parking-lot DB  13  (step S 301 ). The entering instruction unit  14  then determines a parking place and a transport route to the parking place, with reference to, for example, the position of the parking space stored in the parking-lot DB  13  and transport route information (step S 302 ). 
     After the vehicle is parked in a predetermined drop-off place (e.g., on the pallet, on the conveyor) and the user gets out of the vehicle, the entering instruction unit  14  controls the transport mechanism to transport the vehicle in accordance with the determined transport route (step S 303 ). As a result, the vehicle is transported to the determined parking place. 
     2. Leaving Process 
     In  FIG.  8   , the leaving instruction unit  15  of the parking-lot managing apparatus  10  determines a standby position of the vehicle in the pick-up place and a transport route starting from the parking place to the standby position, with reference to, for example, the transport route information stored in the parking-lot DB  13  or the like, a predetermined time before the set leaving time point, or when receiving the signal indicating the leaving instruction of the vehicle  20  (step S 401 ). 
     The leaving instruction unit  15  then controls the transport mechanism to transport the vehicle in accordance with the determined transport route (step S 402 ). As a result, the vehicle is transported to the determined standby position. The maximum wait time setting unit  17  of the parking-lot managing apparatus  10  then sets the maximum wait time (step S 403 ). 
     The re-entering instruction unit  16  of the parking-lot managing apparatus  10  then starts to count the wait time (step S 404 ). The re-entering instruction unit  16  then determines whether or not the user is in the vehicle  20  (step S 405 ). In the determination, if it is determined that the user is in the vehicle  20  (the step S 405 : Yes), the leaving process illustrated in  FIG.  8    is ended. 
     On the other hand, in the determination in the step S 405 , if it is determined that the user is not in the vehicle  20  (the step S 405 : No), the re-entering instruction unit  16  determines whether or not the wait time is greater than the maximum wait time (step S 406 ). In the determination, if it is determined that the wait time is not greater than the maximum wait time (the step S 406 : No), the re-entering instruction unit  16  performs the determination in the step S 405  again. 
     On the other hand, in the determination in the step S 406 , if it is determined that the wait time is greater than the maximum wait time (the step S 406 : Yes), the re-entering instruction unit  16  determines a parking place in which the vehicle  20  is parked when re-entering and a transport route starting from the pick-up place to the parking place (step S 407 ). The re-entering instruction unit  16  then controls the transport mechanism to transport the vehicle in accordance with the determined transport route (step S 408 ). 
     Various aspects of embodiments of the present disclosure derived from the embodiment and the modified example explained above will be explained hereinafter. 
     A managing apparatus according to an aspect of embodiments of the present disclosure is configured to provide self-driving of a vehicle, which allows the vehicle to enter a parking space out of a plurality of parking spaces from an outside of a parking lot including the plurality of parking spaces, and which allows the vehicle to leave the parking lot for a predetermined place in the outside, and the managing apparatus is provided with: a wait time setting device configured to set a maximum wait time of the vehicle in the predetermined place; and a controller configured to set a driving route for returning the vehicle to the parking lot from the predetermined place on condition that the maximum wait time elapses from an arrival of the vehicle in the predetermined place, and configured to provide the self-driving of the vehicle along the driving route. 
     The “self-driving” conceptually includes, for example, not only that the vehicle automatically drives by using the automatic driving function or the like, but also that the vehicle is automatically transported (or moved) by the transport mechanism, such as a conveyor. In the aforementioned embodiment, the “maximum wait time setting unit  17 ” corresponds to an example of the wait time setting device, the “re-entering instruction unit  16 ” corresponds to an example of the controller, and the “pick-up lace” corresponds to an example of the predetermined place. 
     The managing apparatus is configured to return the vehicle from the predetermined place to the parking lot if the maximum wait time elapses from the arrival of the vehicle in the predetermined place in the outside of the parking lot, i.e., if the wait time of the vehicle is greater than the maximum wait time. Therefore, according to the managing apparatus, it is possible to suppress the occupancy time of the vehicle that has left, in the pick-up place. In addition, it is possible to move a following vehicle from the parking lot to the place that was occupied by the vehicle that has returned to the parking lot. Therefore, according to the managing apparatus, it is possible that parked vehicles can leave smoothly. 
     In one aspect of the managing apparatus described above, the wait time setting device is configured to set the maximum wait time so that the maximum wait time becomes shorter as a congestion degree of leaving vehicles becomes higher. According to this aspect, it is possible to set an appropriate maximum wait time in accordance with the congestion degree of leaving vehicles. 
     According to this aspect, the wait time setting device may be configured to obtain the congestion degree on the basis of at least one of a leaving reservation time and a leaving instruction. By virtue of such a configuration, it is possible to obtain the congestion degree, relatively easily. In the aforementioned embodiment, the “set leaving time point” corresponds to an example of the leaving reservation time. The leaving reservation time and the leaving instruction respectively mean the leaving reservation time and the leaving instruction associated with each of a plurality of vehicles that are parked in the parking lot. The expression “on the basis of the leaving instruction” means, for example, on the basis of the number of the leaving instructions per unit time or per a predetermined time. 
     In another aspect of the managing apparatus described above, the controller is configured to set a driving route on which the vehicle joins a line of entering vehicles, as the driving route. According to this aspect, the driving route of the vehicle in the parking lot is set to be relatively simple. It is thus possible to reduce a processing load of the managing apparatus. 
     Alternatively, in another aspect of the managing apparatus described above, the controller is configured to set a driving route on which the vehicle joins a line of leaving vehicles, or a driving route on which the vehicle enters a parking space located around the predetermined place out of the plurality of parking spaces, as the driving route. According to this aspect, it is possible to set a time required for the vehicle that re-enters to leave again, to be relatively short, so that it is possible to improve the convenience of the user. 
     The present disclosure may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments and examples are therefore to be considered in all respects as illustrative and not restrictive, the scope of the disclosure being indicated by the appended claims rather than by the foregoing description and all changes which come in the meaning and range of equivalency of the claims are therefore intended to be embraced therein.