Mobile body control system, mobile body, control method, and storage medium

Abstract

A mobile body control system, a mobile body, a control method, and a storage medium capable of appropriately determining a stop position of a mobile body are provided. The mobile body control system includes a control unit that determines a stop position corresponding to a specific location of a mobile body, wherein, in a case where a crowdedness of a sidewalk in the vicinity of the specific location is less than a threshold value, the control unit determines the stop position within a sidewalk area in the vicinity of the specific location, and in a case where the crowdedness of the sidewalk in the vicinity of the specific location is equal to or more than the threshold value, the control unit determines the stop position within another area that does not belong to the sidewalk area in the vicinity of the specific location.

Description

[0001] This application claims priority based on Japanese Patent Application No. 2021-027538, filed on February 24, 2021, the contents of which are incorporated herein by reference. Technical Field

[0002] This invention relates to a mobile body control system, a mobile body, a control method, and a storage medium. Background Technology

[0003] Previously, a vehicle condition determination device was disclosed. When it is determined that a moving body existing in a predetermined passage area of ​​the vehicle is transitioning from a sparse state with a density below a predetermined value to a dense state with a density higher than the predetermined value in the predetermined passage area, it is determined that an entry notification action can be performed and a predetermined control signal is output. In this entry notification action, the moving body is notified of the high probability that the vehicle will enter the predetermined passage area during the time period of the sparse state (Japanese Patent Application Publication No. 2017-182206). Summary of the Invention

[0004] However, in the aforementioned techniques, it is sometimes impossible to properly determine the stopping position of the moving body.

[0005] The present invention was made in consideration of such circumstances, and one of its objectives is to provide a movement control system, a movement, a control method, and a storage medium capable of properly determining the stopping position of a moving body.

[0006] Solution for solving the problem

[0007] The mobile body control system, mobile body, control method, and storage medium of the present invention adopt the following structure.

[0008] (1): The mobile body control system includes a control unit that determines a stopping position corresponding to a specific location of the mobile body, wherein if the congestion level of the sidewalk near the specific location is less than a threshold, the control unit determines the stopping position within the sidewalk area near the specific location, and if the congestion level of the sidewalk near the specific location is greater than or equal to the threshold, the control unit determines the stopping position in another area that is not within the sidewalk area near the specific location.

[0009] (2): Based on the above (1) scheme, the degree of congestion is the degree to which there are objects on the sidewalk.

[0010] (3): Based on the above scheme (1) or (2), the other area includes the driveway near the specific location, or the sidewalk area other than the sidewalk area near the specific location.

[0011] (4): Based on any of the schemes in (1) to (3) above, even if the congestion level of the sidewalk near the specific location is less than the threshold, the control unit will also determine the stop position in the other area if the specified conditions are met by elements different from the congestion level.

[0012] (5): Based on the above (4) scheme, the element that is different from the degree of congestion is a static element that does not change dynamically near the sidewalk, unlike the degree of congestion that changes dynamically near the sidewalk.

[0013] (6): Based on the above (5) scheme, the static elements include one or more of the following elements: day of the week, time period, and weather.

[0014] (7): Based on the above scheme (5) or (6), the content of the static element is associated with the characteristics of the specific location.

[0015] (8): Based on any of the schemes in (4) to (7) above, the specified conditions include whether the attributes of the user of the mobile body are specified attributes.

[0016] (9): Based on any of the schemes in (4) to (8) above, the specified conditions include whether the specific location is a transit point or a destination.

[0017] (10): Based on any of the above schemes (1) to (9), even if the congestion level of the sidewalk near the specific location is less than the threshold, if there is an area managed by the specific location where the mobile body can stop or an area cooperating with the specific location where the mobile body can stop, the control unit will also determine the stopping position in the area where the mobile body can stop.

[0018] (11): Based on any of the above schemes (1) to (10), the control unit determines the stop position as the position that does not interfere with the object moving on the sidewalk when the stop position of the moving body is determined to be in the sidewalk area near the specific location.

[0019] (12): A mobile body equipped with a mobile body control system of any of the above (1) to (11).

[0020] (13): The moving body of the above (12) scheme controls the device to stop at the stop position determined by the control unit.

[0021] (14): One aspect of the present invention is a control method that causes a computer to perform the following processing: determine a stop position corresponding to a specific location of the moving body; if the congestion level of the sidewalk near the specific location is less than a threshold, determine the stop position within the sidewalk area near the specific location; if the congestion level of the sidewalk near the specific location is greater than or equal to the threshold, determine the stop position in another area that is not within the sidewalk area near the specific location.

[0022] (15): A storage medium of one aspect of the present invention stores a program, wherein the program causes a computer to perform the following processing: determining a stopping position corresponding to a specific location of a moving body; if the congestion level of the sidewalk near the specific location is less than a threshold, determining the stopping position within the sidewalk area near the specific location; if the congestion level of the sidewalk near the specific location is greater than or equal to the threshold, determining the stopping position in another area not belonging to the sidewalk area near the specific location.

[0023] Invention Effects

[0024] According to (1)-(15), the mobile control system can appropriately determine the parking location of the mobile vehicle based on the congestion level of the sidewalk near a specific location.

[0025] According to (4), the mobile vehicle control system takes into account factors different from the degree of congestion, thereby enabling it to more appropriately determine the parking location of the mobile vehicle.

[0026] According to (7), the mobile body control system can make a parking position appropriate to the characteristics of a specific location.

[0027] According to (10), when there is an area where a mobile body can park, managed by or in cooperation with a specific location, the mobile body control system determines the parking location in the area where parking is possible, thereby enabling the use of a location that is convenient when utilizing a specific location as the parking location while taking into account the surrounding area.

[0028] According to (11), the moving body control system can take into account the position of the object moving on the sidewalk as the parking position. Attached Figure Description

[0029] Figure 1 This diagram illustrates an example of a movable body equipped with a control device according to an embodiment.

[0030] Figure 2 This is a diagram illustrating one example of the other functional structures possessed by a moving body.

[0031] Figure 3 This is a diagram illustrating an example of the actions of a moving object.

[0032] Figure 4 This is a diagram illustrating an example of the stopping position of a moving object when the congestion level in a specified area is less than a threshold.

[0033] Figure 5 This is a diagram illustrating an example of the stopping position of a moving object when the congestion level in a specified area exceeds a certain threshold.

[0034] Figure 6 This is another example of a diagram showing the stopping position of a moving object when the congestion level in a specified area exceeds a certain threshold.

[0035] Figure 7 This is another example of a diagram showing the stopping position of a moving object when the congestion level in a specified area exceeds a certain threshold.

[0036] Figure 8 This is a diagram illustrating an example of the stopping position of a moving object when the congestion level in a specified area exceeds a certain threshold.

[0037] Figure 9 This is an example diagram showing the relationship between the congestion level of designated areas of the sidewalk, the congestion level of designated areas of the driveway, and the congestion level of the sidewalk entrance at the driveway and the priority stopping position.

[0038] Figure 10 This is a diagram illustrating an example of how conditional information is linked to a specific location and conditions that do not stop at the sidewalk.

[0039] Figure 11 This is another example of a diagram showing how conditional information is linked to a specific location and conditions that do not stop at the sidewalk.

[0040] Figure 12 This is a diagram representing an example of a stopping region.

[0041] Figure 13 This is a flowchart illustrating an example of a process executed by a control device.

[0042] Figure 14 This is a diagram representing an example of priority information.

[0043] Figure 15 This is another example of a diagram representing priority information.

[0044] Figure 16 This is another example of a diagram representing priority information.

[0045] Figure 17This is a flowchart illustrating an example of the processing flow performed by the control device in the second embodiment.

[0046] Figure 18 This is a flowchart illustrating another example of the processing flow performed by the control device in the second embodiment. Detailed Implementation

[0047] Hereinafter, with reference to the accompanying drawings, embodiments of the mobile body control system, mobile body, control method, and storage medium of the present invention will be described.

[0048] <First Implementation Method>

[0049] [Overall Structure]

[0050] Figure 1 This diagram illustrates an example of a mobile body M equipped with a control device for an embodiment. The mobile body M is an autonomously moving robot. The mobile body M supports the user's actions. For example, the mobile body M stops at a location designated by the user, allowing the user to ride on it and transport them to their destination. In this embodiment, the case where the mobile body M allows the user to ride on it is described, but alternatively (or further), the mobile body M may transport items, guide the user and move with them, or follow the user to support their actions. The mobile body M can be either a mobile body that the user can ride on or a mobile body that the user cannot ride on.

[0051] The mobile body M comprises a main body 2, one or more wheels 4 (4A and 4B in the figure), and a camera 10. The main body 2 is provided with an entrance / exit, such as a door (not shown), allowing the user to enter and exit the main body 2 and ride on the mobile body M. For example, the mobile body M uses images captured by the camera 10 to drive the wheels 4, transporting the user M.

[0052] In this embodiment, the case where the user sits inside the main body 2 is described. However, alternatively (or in addition to this), a seating section that allows the user to sit without sitting inside the main body 2 when moving with the mobile body M is provided, as well as a footrest for the user to place their feet when moving, etc.

[0053] Figure 2 This diagram illustrates an example of other functional structures possessed by the mobile body M. The mobile body M may include, for example, a camera 10, a communication device 20, an HMI 30, a mobile body sensor 40, a position determination device 50, a driving control device 80, a control device 100, a driving force output device 200, a braking device 210, and a steering device 220.

[0054] Camera 10 captures images of the periphery of the moving body M. Camera 10 may be, for example, a fisheye camera capable of capturing wide-angle (e.g., 360-degree) images of the periphery of the moving body M. Camera 10 may be mounted on the upper part of the moving body M, capturing wide-angle images of the periphery of the moving body M in the horizontal direction. Multiple cameras (multiple cameras capturing images in a 120-degree or 60-degree range in the horizontal direction) may also be used in conjunction with camera 10. The moving body M may also include a radar device or LIDAR for object detection, in addition to camera 10.

[0055] The communication device 20 is a communication interface used to communicate with other devices via cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc.

[0056] The HMI30 provides various information to the user of the mobile device M and accepts input operations performed by the user. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, buttons, etc.

[0057] The moving body sensor 40 includes a vehicle speed sensor for detecting the speed of the moving body M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity about a vertical axis, and an orientation sensor for detecting the orientation of the moving body M.

[0058] The position determination device 50 determines the position of the moving body M based on signals received from GNSS satellites. The position of the moving body M can also be determined or supplemented by using the INS (Inertial Navigation System) output from the moving body sensor 40.

[0059] The driving control unit 80 includes, for example, an accelerator pedal, a brake pedal, a gear shift lever, a steering wheel, a special-shaped steering gear, a control lever, and other operating components. Sensors are installed in the driving control unit 80 to detect the amount or presence of operation, and the detection results are output to some or all of the control device 100, the driving force output device 200, the braking device 210, and the steering device 220. When the moving body M is controlled solely by automatic driving, the driving control unit 80 may be omitted.

[0060] The control device 100 includes, for example, an acquisition unit 110, an identification unit 120, a decision unit 130, a track generation unit 140, a travel control unit 150, an information processing unit 160, and a storage unit 180. The acquisition unit 110, identification unit 120, decision unit 130, track generation unit 140, travel control unit 150, and information processing unit 160 are each implemented by executing programs (software) using hardware processors such as CPUs (Central Processing Units). Some or all of these components can also be implemented using hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and GPUs (Graphics Processing Units), or through the coordinated use of software and hardware. The program can be stored in storage unit 180 (a storage device with a non-transitory storage medium) such as an HDD or flash memory, or in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory by mounting the storage medium (non-transitory storage medium) to a drive device. Some of the functional units described above can also be included in other devices. For example, the recognition unit 120 can also be included in other devices to analyze images captured by cameras installed on driveways, sidewalks, etc., to recognize the condition of the driveway or sidewalk. In this case, the control device 100 can also obtain information indicating the condition of the driveway or sidewalk from other devices and perform various processes based on the obtained condition. In this case, the structure obtained by combining the recognition unit of other devices with the functional structure included in the control device 100 is an example of a "movement control system".

[0061] The acquisition unit 110 acquires images captured by the camera 10. The acquisition unit 110 also acquires images of the road surface surrounding the moving body M.

[0062] The recognition unit 120 uses, for example, AI (Artificial Intelligence) based functions, functions based on pre-given models, or uses them in parallel to identify the surrounding conditions of an object or moving body M. For example, the function of "identifying the area where the moving body M can travel" can be achieved by "performing in parallel the identification of roads, sidewalks, curbs, etc., based on deep learning, and the identification based on pre-given conditions (signals that can match patterns), and comprehensively evaluating both." The recognition unit 120 can also perform semantic segmentation processing to classify each pixel within a frame of an image by category (e.g., object, traversable area, non-traversable area, etc.), and identify the traversable area of ​​the moving body M based on the classification results. This ensures the reliability of the movement of the moving body M.

[0063] The recognition unit 120 identifies the position, velocity, acceleration, and other states of objects surrounding the moving body M based on images captured by the camera 10. The position of an object is identified, for example, as its position on absolute coordinates with a representative point of the moving body M (center of gravity, drive shaft center, etc.) as the origin, and used for control. The position of an object can be represented by a representative point such as the object's center of gravity or corners, or by the area it represents. The "state" of an object can also include its acceleration, jerk, or "action state" (e.g., whether it is currently or about to change lanes). The recognition unit 120 identifies, for example, road markings, shoulders, curbs, median strips, guardrails, temporary stop lines, obstacles, signals, and other road phenomena. The recognition unit 120 identifies the position and posture of the moving body M. The recognition unit 120 uses the positions of objects obtained from the images to derive the congestion level of a specified area (details will be described later). The congestion level of the specified area can also be obtained from other devices. In this case, the communication device 20 obtains information indicating the congestion level from other devices.

[0064] The decision unit 130 determines the stopping position. For example, the decision unit 130 determines whether the moving body M should stop on a sidewalk or on a roadway when it stops. Details of the processing by the decision unit 130 will be described later.

[0065] The track generation unit 140 determines one or both of the stopping position of the mobile body M and the traveling position of the mobile body M based on the user's instructions, the area where the mobile body M can travel, and the area where the mobile body M cannot travel.

[0066] The track generation unit 140 generates a target track for the future travel of the mobile body M automatically (independent of driver operation) to cope with the surrounding conditions of the mobile body M. The target track includes, for example, speed elements. For instance, the target track is represented by a track obtained by sequentially arranging the locations (track points) that the mobile body M should reach. Track points are locations that the mobile body M should reach at predetermined travel distances (e.g., several meters), but target speeds and target accelerations are generated as part of the target track at predetermined sampling times (e.g., a few tenths of a second). Track points can also be positions that the vehicle M should reach at predetermined sampling times. In this case, the target speed and target acceleration information are represented by the intervals of the track points.

[0067] The track generation unit 140 generates the track for the moving body M and calculates the risk of the generated track. Risk is an index value that represents the probability that the moving body M will approach an obstacle. Risk tends to be higher as the distance between the obstacle and the track (track point) is smaller, and lower as the distance between the obstacle and the track (track point) is larger.

[0068] When the total risk and the risk of each track point meet a preset benchmark (for example, when the total risk is below threshold Th1 and the risk of each track point is below threshold Th2), the track generation unit 140 uses a track that meets the benchmark as the track for the moving body to move.

[0069] The driving control unit 150 causes the moving body M to travel along a track that meets a preset reference. The driving control unit 150 outputs a command value for causing the moving body M to travel along the track to the driving force output device 200.

[0070] The information processing unit 160 controls various devices and equipment on the mobile body M. For example, the information processing unit 160 controls the HMI 30. The information processing unit 160 acquires sound data input to the microphone or identifies operations performed on the operation unit.

[0071] The driving force output device 200 outputs driving force (torque) to the drive wheels to propel the moving body M. The driving force output device 200 includes, for example, an electric motor and an ECU (Electronic Control Unit) for controlling it. The ECU controls the above-described structure according to information input from the driving control unit 150 or from the driving operation unit 80.

[0072] The braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the driving control unit 150 or from the driving operation unit 80, so that braking torque corresponding to the braking operation is output to each wheel.

[0073] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the driving control unit 150 or from the driving operation unit 80.

[0074] [Overview of Movement Control]

[0075] Figure 3 This diagram illustrates an example of the action of a mobile body M. For example, mobile body M transports a user to their destination. At this time, mobile body M travels on the sidewalk Sw (times t, t+1), or descends from the sidewalk Sw to the lane Rw and travels on the lane Rw (times t+2, t+3). Mobile body M travels on the sidewalk Sw at a speed comparable to pedestrian walking speed (e.g., 4 km / h, 6 km / h), or walks on the lane Rw at a speed greater than the aforementioned walking speed. In the diagram, "E" represents the lane entrance (the area where one can enter the sidewalk from the lane (or the lane from the sidewalk)).

[0076] [Summary of the process for determining the stopping position]

[0077] The decision unit 130 of the control device 100 determines the stopping position corresponding to a specific location of the mobile body M (a stopping position easily accessible to the specific location, a stopping position near the entrance of the specific location). If the congestion level of the sidewalk near the specific location (e.g., in front of the entrance of the specific location) is less than a threshold, the decision unit 130 determines the stopping position within the sidewalk area near the specific location; if the congestion level of the sidewalk near the specific location is above the threshold, the decision unit 130 determines the stopping position in a different area not belonging to the sidewalk area near the specific location. The decision unit 130 performs the above processing, for example, when a first user riding on the mobile body M disembarks at a specific location, or when a second user scheduled to board the mobile body M boards the mobile body M at a specific location. The track generation unit 140 generates a track for the mobile body M to stop at the position determined by the decision unit 130. The travel control unit 150 moves the mobile body M based on the track generated by the track generation unit 140 and stops it at the position determined by the decision unit 130. The decision unit 130, or a functional unit obtained by combining the decision unit 130 with one or both of the track generation unit 140 and the travel control unit 150, is an example of a "control unit".

[0078] A specific location can be the destination of a user traveling on mobile vehicle M, or it can be a stop along the way. For example, a specific location may be a location designated by the user. A specific location may also be a location designated by a user who subsequently travels to mobile vehicle M.

[0079] Congestion level refers to an indicator based on the number of objects and people in a designated area near a specific location. Objects can be fixed structures (such as billboards, utility poles, street trees, etc.) and movable objects (stored bicycles, carts, temporarily placed goods), or movable objects without fixed structures. Congestion level can be described, for example, as the greater the proportion of objects on the road surface within a designated area, the more congested the area. Congestion level can also be described as density, which is the degree to which objects are distributed across the surface area. Congestion level can also be described as the number of objects on the road surface.

[0080] The aforementioned "other areas not belonging to the pedestrian walkway area" include, for example, the driveway near a specific location and the pedestrian walkway area outside the pedestrian walkway area near a specific location. The pedestrian walkway area outside the pedestrian walkway area near a specific location refers to the area that a user can reach the specific location by walking for tens of seconds to several minutes after getting off the vehicle M, such as the pedestrian walkway a specified distance in front of the specific location or the pedestrian walkway a specified distance in front of the specific location, or the area that a user boarding the vehicle M can reach the vehicle M by walking for tens of seconds to several minutes from the specific location.

[0081] [Processing when determining the stopping position (Part 1)]

[0082] Figure 4 This diagram illustrates an example of the stopping position of a moving body M when the congestion level in a designated area AR is less than a threshold. The designated area AR is an example of a "sidewalk near a specific location". Figure 4 In the example, the mobile body M is positioned on the sidewalk at a predetermined distance from a specific location. At this time, the mobile body M (control device 100) identifies the level of congestion in the designated area AR. For example... Figure 4 As shown, when the congestion level is less than a threshold, the mobile vehicle M determines location SP1 as the stopping point and generates a path to location SP1, traveling along the path and stopping at location SP1. Users riding on the mobile vehicle M can disembark at location SP1 and go to a specific location.

[0083] As described above, the mobile body M stops at a sidewalk near a specific location, allowing the user to quickly reach that location. In this way, the mobile body M can determine a more appropriate stopping position.

[0084] [Handling when determining the stopping position (Part 2)]

[0085] Figure 5 This diagram illustrates an example of the stopping position of a moving body M when the congestion level in a specified area AR exceeds a certain threshold. (Compared to...) Figure 4 The explanation will focus on the differences. For example... Figure 5 As shown, when the congestion level exceeds a threshold, the mobile vehicle M determines location SP2 as its stopping point and generates a path to SP2, traveling along the path and stopping at SP2. Location SP2 is, for example, in front of a specific location and (in the length direction of the sidewalk) in front of the sidewalk entrance E. Users riding on the mobile vehicle M can disembark at location SP2 to proceed to the specific location.

[0086] As described above, the mobile vehicle M allows the user to disembark near the congested designated area AR and at a specific location, thus enabling control that takes into account the surrounding conditions and the user's convenience. The mobile vehicle M stops near the pedestrian crossing entrance E, thereby preventing obstruction of bicycles and other mobile vehicles from entering the pedestrian crossing from the driveway. In this way, the mobile vehicle M can determine a more appropriate stopping position.

[0087] [Handling when determining the stopping position (part 3)]

[0088] Figure 6 This is another example of the stopping position of a moving body M when the congestion level in a specified area AR exceeds a certain threshold. (Compared to...) Figure 5 The explanation will focus on the differences. For example... Figure 6 As shown, when the congestion level is above a threshold and there are pedestrians, bicycles, or other moving objects (rear objects) traveling straight on the sidewalk behind the moving body M, the moving body M will stop at position SP4, which will not obstruct the path of the rear objects. That is, when the control device 100 determines the stopping position of the moving body M to be in the sidewalk area near a specific location, it will determine a stopping position that does not interfere with objects moving on the sidewalk. Position SP4 is a position in front of a defined area AR that is predicted not to interfere with the trajectory of the rear objects in the future.

[0089] As described above, the moving body M avoids congested areas and also considers objects behind it, thereby enabling control that takes into account the surrounding conditions and the convenience of the user. For example, the moving body M can help ensure smooth traffic flow on sidewalks. In this way, the moving body M can determine a more appropriate stopping position.

[0090] [Handling when determining the stopping position (Part 4)]

[0091] Figure 7This is another example of the stopping position of a moving body M when the congestion level in a specified area AR exceeds a certain threshold. (Compared to...) Figure 6 The explanation will focus on the differences. For example... Figure 6 Even with objects behind it as shown, the moving body M can still determine position SP5 as its stopping position. Position SP5 is near the entrance E of the pedestrian walkway on the roadway, and is a position that will not prevent other moving bodies from entering the pedestrian walkway from the roadway via the entrance E of the pedestrian walkway even if the moving body M stops.

[0092] For example, if the number of objects behind the moving body M and the density in the sidewalk are above a threshold, position SP5 is determined as the stopping position; if the number of objects behind the moving body M and the density in the sidewalk are below the threshold, position SP4 is determined as the stopping position.

[0093] As described above, the moving body M avoids congested areas and also considers objects behind it, thereby enabling control that takes into account the surrounding conditions and the convenience of the user. For example, the moving body M can help ensure smooth traffic flow on sidewalks. In this way, the moving body M can determine a more appropriate stopping position.

[0094] [Handling when determining the stopping position (Part 5)]

[0095] Figure 8 This diagram illustrates an example of the stopping position of a moving body M when the congestion level in a specified area AR exceeds a certain threshold. (Compared to...) Figure 5 The explanation will focus on the differences. For example... Figure 8 As shown, when the moving body M is present in the lane and the congestion level of the designated area AR is above a threshold, the moving body M determines position SP5 as the stopping position, generates a path to position SP5, travels along the path, and stops at position SP5. However, if the congestion level near a specific location in the lane (e.g., the designated area AR1) is above the threshold (e.g., there are stopped vehicles), the moving body M stops at a different location than the specific location in the lane. The designated area AR1 is, for example, the shoulder or side area outside the lane defined by road markings.

[0096] As described above, the moving body M determines the appropriate stopping position based on the congestion level of the sidewalk and driveway, thus enabling control that takes into account the surrounding conditions and the convenience of the user. In this way, the moving body M can determine a more suitable stopping position.

[0097] The moving body M can also replace position SP5 to position it in front of the designated area AR of the sidewalk (e.g. Figure 6The position SP4 is the stopping position. If there is an object behind the moving body M, the stopping position can also be the position in front of the designated area AR of the sidewalk that does not interfere with the object behind.

[0098] In the example above, objects behind were mentioned. However, in the case where there is an object in front of the moving body M moving towards the moving body M, the position that will not hinder the movement of the object in front is determined as the stopping position in the same way as the case where there is an object behind.

[0099] In situations where there are objects behind (or in front of) the pedestrian walkway or driveway, the location with the smallest interference score among the interference scores derived from the prescribed evaluation criteria can be determined as the stopping location. For example, the interference score is an indicator of how much the moving body M would impede the movement of the object behind or in front when stopped at that location. A location with a small interference score is one that, compared to other locations, does not impede the movement of the object behind or in front.

[0100] [Processing when determining the stopping position (summary)]

[0101] Figure 9 This is an example diagram illustrating the relationship between the congestion levels of designated pedestrian walkways (pedestrian walkways), designated lane areas (lanes), and pedestrian walkway entrances within lanes (pedestrian walkway entrances) and priority stopping locations. The designated lane area refers to an area defined based on a specific location, such as an area easily accessible to users after disembarking from vehicle M (e.g.,...). Figure 8 The designated area AR1), or a location where the user can easily access the mobile body M when boarding the mobile body M from a specific location.

[0102] (1) When the congestion level of the sidewalk, the congestion level of the lane, and the congestion level of the sidewalk entrance are all less than the threshold, the priority order of the stopping position is sidewalk (the designated area of ​​the sidewalk), lane (the designated area of ​​the lane), and the sidewalk entrance in the lane (the entrance of the sidewalk).

[0103] (2) When the congestion level of the sidewalk and the congestion level of the sidewalk entrance are less than the threshold, and the congestion level of the lane is above the threshold, the priority order of the stopping position is sidewalk, sidewalk entrance.

[0104] (3) When the congestion level of the lane and the congestion level of the pedestrian entrance are less than the threshold, and the congestion level of the pedestrian is above the threshold, the priority order of the stopping position is pedestrian entrance, lane.

[0105] (4) When the congestion level of the lane is less than the threshold, and the congestion level of the sidewalk and the congestion level of the sidewalk entrance are above the threshold, the stopping position is the lane.

[0106] (5) If the congestion level at the entrance of the lane is less than the threshold, and the congestion level of the sidewalk and the lane is above the threshold, the stopping position is the entrance of the sidewalk.

[0107] The aforementioned priorities can also be varied for each specific location. For example, in (1) above, at "specific location A," the priority order is, as described above, sidewalk, driveway, sidewalk entrance; however, at "specific location B," the priority order could be, driveway, sidewalk entrance, sidewalk. When priorities are set for each specific location as described above, a stopping position that is more appropriate to the surrounding conditions and characteristics of the specific location is determined. For example, if the sidewalk at a specific location is chronically congested, or if there are reasons why it is not preferable for the moving body M to stop at the sidewalk of that specific location, a stopping position appropriate to those reasons and the conditions of the specific location is determined. The aforementioned priorities can also be varied depending on whether the specific location is a transit point or a destination.

[0108] [Handling when determining the stopping position (Other 1)]

[0109] Alternatively, even if the conditions related to the level of congestion are met, it may be decided not to stop at a location where the conditions related to the level of congestion are met when the "prescribed conditions" are met. Figure 10 This is a diagram illustrating an example of conditional information that establishes a correlation between a specific location and the condition of not stopping at the sidewalk. The conditional information is stored, for example, in storage unit 180. For instance, even if the congestion level of the sidewalk at a specific location is less than a threshold, if the condition is met... Figure 10 In cases where the conditions for stopping at the sidewalk are not shown (an example of the "prescribed conditions"), and the stopping location is determined to be a location in another area (an area other than the sidewalk area) where the level of congestion is less than the threshold.

[0110] Conditions for not stopping on the sidewalk include, for example, the day of the week, date and time, weather, and the user's attributes. For instance, being on Monday, a designated time period, sunny weather, or the user being an adult are all conditions for not stopping on the sidewalk. The conditions for not stopping on the sidewalk are specific to each location and relate to the characteristics of that location or its surrounding conditions. Figure 10 In the example, the condition of not stopping on the sidewalk is associated with a specific location, but it could also be that the condition of not stopping on the driveway or not stopping at the entrance of the sidewalk is associated with a specific location.

[0111] The level of congestion is an example of a dynamic element that "changes dynamically on the sidewalk," while time, time period, weather, or user attributes are examples of static elements that "do not change dynamically on the sidewalk."

[0112] As described above, the control device 100 considers not only the level of congestion but also conditions that prevent stopping on the sidewalk, thereby determining a stopping position appropriate to the characteristics of that specific location and the surrounding conditions. For example, in situations where stopping on the sidewalk is not permitted on certain days of the week or during certain times, this environment is taken into consideration, and the moving body M stops at a different location instead of on the sidewalk. In this way, the moving body M can determine a more appropriate stopping position.

[0113] like Figure 11 As shown, it is also possible that the user's attributes are associated with the condition of not stopping on the sidewalk. That is, the specified conditions can also include whether the attributes of the moving object are specified. For example, such as Figure 11 As shown, for each specific location, in addition to the day of the week, time of day, and weather (conditions for not stopping on the sidewalk), the conditions for not stopping on the sidewalk are also associated with the user's attributes. For example, even if the user is of other attributes (users of attributes other than children or disabled persons) and does not stop on the sidewalk according to the conditions for not stopping on the sidewalk, the conditions for not stopping on the sidewalk are set so that the user stops on the sidewalk if the user's attribute is a child or disabled person. Even if the congestion level of the sidewalk near the specific location is less than a threshold, the control device 100 determines whether to stop the mobile body M on the sidewalk near the specific location or at a location different from the sidewalk, based not only on the day of the week, time of day, and weather, but also on whether the user's attributes meet the conditions for not stopping on the sidewalk. Thus, a more appropriate location can be determined as the stopping location.

[0114] The control device 100 can also determine whether to stop the mobile vehicle M at a sidewalk near a specific location or at a location different from the sidewalk, based not only on congestion levels but also on whether the specific location is a transit point or a destination. The conditions for not stopping on the sidewalk can also be changed depending on whether the specific location is a transit point or a destination. That is, the specified conditions can also include whether the specific location is a transit point or a destination. For example, Figure 11The control device 100 prepares a pattern for when the specific location is a transit point and a pattern for when the specific location is the destination, based on the corresponding information that establishes a connection between the specific location, the condition of not stopping on the sidewalk, and the user's attributes. The control device 100 determines the stopping position based on the type of the specific location (transit point or destination) and the corresponding information. Whether the specific location is a destination or a transit point can also be included in other elements. For example, when the specific location is a transit point, the control device may prefer not to stop on the sidewalk compared to when the specific location is the destination, thus generating condition information. That is, when the specific location is a transit point, the condition of not stopping on the sidewalk may become stricter compared to when the specific location is the destination. This allows for a smoother acceleration of movement speed after stopping at a transit point, resulting in smoother movement. Conversely, the control device may also generate condition information in the opposite manner, for example, when the specific location is a transit point, the control device may prefer to stop on the sidewalk compared to when the specific location is the destination. That is, when a specific location is a stop along the way, the conditions for not stopping on the sidewalk become more relaxed compared to when the specific location is the destination. In this way, it is possible to stop and walk on the sidewalk at stops along the way, such as restaurants where you stop to take away food or tourist spots where you stop while still riding in the mobile vehicle M, and then quickly go to your destination.

[0115] As described above, the control device 100 can determine the stopping position by taking into account the attributes of the user of the mobile body M. For example, the condition of not stopping on the sidewalk, which is associated with a specific user who prefers to reduce walking distance, becomes less stringent compared to the conditions of other users. For example, the control device 100 can determine the lane as the stopping position when other users get off, but determine the sidewalk as the stopping position when a specific user gets off. In this way, the mobile body M can determine a more appropriate stopping position.

[0116] [Handling when determining the stopping position (Other 2)]

[0117] Alternatively, if there is a stop area managed or cooperated by a specific location, the mobile body M may determine the stop area as the stop location. Figure 12This diagram illustrates an example of a stopping area. A stopping area can be, for example, a bicycle parking area located at a specific location. A stopping area can also be a parking area (in addition to bicycle parking) or an area where other mobile vehicles M can board and alight. For example, mobile vehicle M has a higher priority for stopping in a bicycle parking area than for stopping on a sidewalk, driveway, or driveway entrance. If the congestion level of the bicycle parking area is less than a threshold, mobile vehicle M will determine its stopping location as a bicycle parking area. If the congestion level of the bicycle parking area is above the threshold, mobile vehicle M will determine its stopping location based on the priority and congestion level of other areas. Mobile vehicle M can also determine its stopping location based on whether the distance between a stopping area managed or cooperated with by a specific location and the specific location is within a specified distance. For example, if it is within the specified distance, the stopping area is determined as the stopping location; if it is not within the specified distance, a location different from the stopping area is determined as the stopping location.

[0118] The above example illustrates the case where the bicycle parking lot has the highest priority. However, the priority of bicycle parking lots can also be changed for each specific location. For example, the priority of bicycle parking lots at a specific location could be set lower than that of pedestrian walkways. The control device 100 obtains the user's registered schedule information (the scheduled time to stay at a specific location, the content of the business) in the terminal device, as well as the schedule information registered in social networks, networking, and services, and calculates the parking reservation time based on the obtained information. The control device 100 can also set the priority of bicycle parking lots at a specific location to be lower than that of pedestrian walkways if the calculated parking reservation time is less than a specified threshold, and can also set the priority of bicycle parking lots at a specific location to be higher than that of pedestrian walkways if the calculated parking reservation time is greater than the specified threshold.

[0119] As described above, the mobile body M determines its stopping position by considering the stopping area managed or cooperated with by a specific location, thereby determining a stopping position that is suitable for the equipment and surrounding conditions of that specific location. In this way, the mobile body M can determine a more appropriate stopping position.

[0120] [flow chart]

[0121] Figure 13This is a flowchart illustrating an example of a process executed by the control device 100. This process is executed, for example, when the moving body M approaches a specific location. First, the control device 100 determines whether a stopping area, such as a bicycle parking area, exists (step S100). If a stopping area exists, the control device 100 determines whether the congestion level of the stopping area is less than a threshold (step S102). If the congestion level of the stopping area is less than the threshold, the control device 100 determines the stopping area as the stopping position (step S104).

[0122] If the congestion level in the stop area is not less than a threshold (or is above the threshold) or if there is no stop area, the control device 100 determines whether the condition for not stopping on the sidewalk associated with a specific location is met (step S106). In this process, the "condition for not stopping on the sidewalk" is set as the day of the week, date and time, weather, etc., when the sidewalk is not set as the stop location.

[0123] If the condition of not stopping on the sidewalk is met, the control device 100 takes into account the level of congestion to determine the stopping location (step S108). For example, the control device 100 determines the sidewalk entrance or driveway as the stopping location. Thus, the processing of this flowchart ends.

[0124] If the condition of not stopping on the sidewalk is not met, the control device 100 obtains the level of congestion on the sidewalk (step S110). Next, the control device 100 determines whether the level of congestion on the sidewalk is less than a threshold (step S112). If the level of congestion on the sidewalk is less than the threshold, the control device 100 determines the stopping position on the sidewalk (step S114).

[0125] If the congestion level of the sidewalk is not less than a threshold (or is above the threshold), the control device 100 takes the congestion level into account to determine the stopping position (step S108). For example, the control device 100 determines the sidewalk entrance or driveway as the stopping position. Thus, the processing of this flowchart ends. In the above processing, objects in front or behind can also be taken into account to determine the stopping position.

[0126] As described above, the control device 100 can determine a stopping position appropriate for a specific location and the conditions near that location based on conditions for not stopping on the sidewalk set for each specific location and the level of congestion on the sidewalk, etc.

[0127] According to the first embodiment described above, when the control device 100 causes a first user riding on the mobile body M to disembark at a specific location, or causes a predetermined second user who is going to board the mobile body M to board at a specific location, it can appropriately determine the stopping position of the mobile body M based on the level of congestion of the sidewalk near the specific location.

[0128] <Second Implementation Method>

[0129] The following description, focusing on the differences from the first embodiment, will focus on the second embodiment. In the second embodiment, the control device 100 determines whether the path of the moving body M includes a sidewalk based on the result of a determination that a selected element among a plurality of elements satisfies a criterion defined for each element. The selected element is chosen based on a priority derived from the type of specific locations near the sidewalk. In other words, the control device 100 determines whether the movement path for moving the moving body M includes a sidewalk based on the result of a determination that a plurality of elements satisfy a criterion defined for each element, and the priority of the plurality of elements. The priority of the plurality of elements is set based on the type of specific locations near the sidewalk.

[0130] "Multiple elements" include real-time pedestrian congestion near a specific location or near a pedestrian walkway (e.g., pedestrian walkways, driveways, pedestrian walkway entrances, etc., slightly away from the specific location), as well as other elements different from the congestion situation. Other elements may also be referred to as absolutely defined elements. Other elements include, for example, one or more elements such as time, day of the week, and weather. Other elements include the attributes of users riding on mobile vehicle M or the attributes of users who are scheduled to ride on mobile vehicle M.

[0131] When a particular location is a highly public facility, other factors are prioritized over congestion (the priority of other factors is considered more than the priority of congestion). Conversely, when a particular location is not a highly public facility, congestion is prioritized over other factors. Examples of highly public facilities include schools, private tutoring centers, or train stations; examples of less public facilities include private homes. Among the criteria for other factors, those corresponding to the characteristics of the particular location are established relative to that location.

[0132] Control device 100 reference Figure 14The priority information shown is used to determine whether the movement path of the mobile body M includes a sidewalk. "Determining whether the movement path of the mobile body M includes a sidewalk" refers to determining whether the mobile body M travels along a sidewalk near the specific location when heading to that location, and whether the mobile body M stops at a sidewalk when a user boards or disembarks at that location. A sidewalk near a specific location refers to a sidewalk before the specific location or a sidewalk within a specified range (from a few meters to several hundred meters) from the specific location.

[0133] Figure 14 This is a diagram representing an example of priority information. In Figure 14 In this context, specific locations include "private school," "train station," and "home." Multiple elements include "time," "day of the week," "weather," "sidewalk congestion level," and "car lane congestion level." Prioritized information includes, for example... Figure 14 As shown in the diagram above, priorities are established relative to elements. For example, in the case of "private school, school", "time" and "day of the week" have the highest priority, followed by "sidewalk congestion", and then "weather" has a higher priority. This establishes a relationship with priority information.

[0134] The "time", "day of the week" and "weather" mentioned above are other factors that do not change according to traffic conditions, while "sidewalk congestion" and "car lane congestion" are variable factors that change according to traffic conditions.

[0135] like Figure 14 As shown in the diagram below, conditions are associated with a specific location and combination of elements. For example, the condition "Saturday or Sunday" is associated with the combination of "private school" and "day of the week". In this case, the condition for stopping on the sidewalk near the "private school" is "Saturday or Sunday", while the condition is not met from Monday to Friday, so stopping on the sidewalk is not allowed.

[0136] Similarly, the condition "outside of 7:30-9:00 and 17:00-20:00" is associated with the combination of "station" and "time". In this case, the condition for stopping at the sidewalk near the "station" is "outside of 7:30-9:00 and 17:00-20:00", while "7:30-9:00 and 17:00-20:00" is not met and therefore stopping at the sidewalk is not allowed.

[0137] As described above, the control device 100 determines, for example, whether two or more selected elements (e.g., time, day of the week, etc.) from a plurality of elements meet the criteria defined for each element, wherein the two or more selected elements are selected based on priority derived from the type of specific location near the sidewalk. Furthermore, if two or more elements respectively meet the criteria defined for each element, the control device 100 determines the stopping position of the moving body M to be within the sidewalk area near the specific location; otherwise, it determines it to be in a different area than the sidewalk area. Thus, the control device 100 determines whether to stop the moving body M within the sidewalk area near the specific location or in a different area than the sidewalk area based on the result of determining whether the selected elements from a plurality of elements meet the criteria defined for each element, wherein the selected elements are selected based on priority derived from the type of specific location near the sidewalk. Therefore, the moving body M can be more aware of its surroundings.

[0138] like Figure 15 As shown, other elements can also include user attributes. For example, other elements may include more than one of the following: user attributes, time, day of the week, and weather. For example, the priority of user attributes may vary depending on the type of location. For instance, in the case of a facility targeting specific user attributes (children), such as a "private school" or "school," the priority of user attributes is higher than other elements or the priority of congestion. In this case, for example, the condition for stopping on the sidewalk is that the user attribute is "child." It is also possible that even in the case of a highly public facility such as a "station," the priority of user attributes is set higher than other elements or the priority of congestion. For example, when user attributes are "disabled" or "over XX years old," users who generally prefer shorter travel distances to the location tend to be closer to the "station," and the priority of user attributes is set accordingly.

[0139] Priority information can also be like Figure 16 The information is prepared according to the attributes of each user. For example, priority information can be prepared separately for children, adults, those over XX years old, and people with disabilities. For children, those over XX years old, and people with disabilities, priority information is set as if they would stop on the sidewalk, even if users with other attributes do not stop on the sidewalk. In this way, based on the user's attributes, the priority or benchmark of each of the multiple elements is set, thereby taking into account the user's attributes and the surrounding environment to determine whether to include a sidewalk in the movement path. In the above... Figure 14-16Information that establishes a relationship between multiple elements and priorities can include information where a specific location is the destination or a transit point, information where a specific location is the destination, elements, and priorities are correlated, and information where a specific location is a transit point, elements, and priorities are correlated.

[0140] The aforementioned priorities can also be adjusted depending on whether a specific location is a transit point or a destination. For example, if a specific location is a transit point, the level of pedestrian congestion may be given more weight than other factors when the specific location is a destination. Alternatively, if a specific location is a transit point, pedestrian congestion may be prioritized, while if the specific location is a destination, other factors may be prioritized (or, based on, pedestrian congestion). For instance, if a restaurant for takeaway or a tourist attraction while still in motion (M) is designated as a transit point, then if the pedestrian walkway is not congested, one can move along the walkway, stop at the transit point, and quickly proceed to the destination. Therefore, if the pedestrian walkway congestion is below a threshold, even when using the walkway, the user's convenience can be improved while fully considering the surrounding environment. The above is one example; conversely, if the specific location is a destination, pedestrian congestion may be given more weight than if the specific location is a transit point. For example, when the destination is a specific location, the level of pedestrian congestion should be emphasized, while when the destination is a specific location, other factors should be emphasized instead of pedestrian congestion (or in addition to these factors) if the location is a transit point.

[0141] [flow chart]

[0142] Figure 17 This is a flowchart illustrating an example of the processing flow performed by the control device 100 in the second embodiment. First, the control device 100 determines whether the mobile body M is approaching a specific location (step S200). If the mobile body M is approaching a specific location, the control device 100 refers to priority information to obtain elements and priorities based on the user's attributes (step S202). For example, in the following description, "day of the week," "time," and "sidewalk congestion level" are elements, with higher priority elements listed first.

[0143] Next, the control device 100 determines whether the condition for establishing an association with the first priority (highest priority) element (day of the week) is met (step S204). If the condition for establishing an association with the first priority element is not met, the control device 100 determines a stopping position at the entrance of the driveway or pedestrian walkway (step S206). For example, based on the aforementioned... Figure 9 The method of consideration shown in the description is used to determine the stopping position.

[0144] If the condition for establishing an association with a first-priority element is met, the control device 100 determines whether the condition for establishing an association with a second-priority element (time) (the next highest priority after the first priority) is met (step S208). If the condition for establishing an association with a second-priority element is not met, the process proceeds to step S206.

[0145] If the condition for establishing an association with a second-priority element is met, the control device 100 determines whether the condition for establishing an association with a third-priority element (the second-highest priority compared to the second priority) (sidewalk congestion level) is met (step S210). If the condition for establishing an association with a third-priority element is not met, the process proceeds to step S206.

[0146] If the conditions for establishing an association with the third priority element are met, the control device 100 determines the sidewalk as the stopping position (step S212). Thus, the processing of one routine in this flowchart ends. The control device 100 may also determine the stopping area as the stopping position if there is a stopping area such as a bicycle parking area at a specific location, and the congestion level of the stopping area is less than a threshold.

[0147] Some of the processing steps can be omitted in the above process. Figure 18 This is a flowchart illustrating another example of the processing flow performed by the control device 100 in the second embodiment. In this process, the determination related to the second priority and the third priority, and... Figure 17 The step S202, which involves obtaining elements based on user attributes, is an example where the processing is omitted.

[0148] First, the control device 100 determines whether the moving body M has approached a specific location (step S200). Next, the control device 100 determines whether the condition for establishing an association with a first-priority element is met (step S204). If the condition for establishing an association with a first-priority element is not met, the control device 100 determines the stopping position as the entrance to a driveway or pedestrian walkway (step S206). If the condition for establishing an association with a first-priority element is met, the control device 100 determines the pedestrian walkway as the stopping position. Thus, the processing of one routine in this flowchart ends. For example, if the first-priority element is a user attribute, and the user attribute meets the condition for a user attribute that has established a correspondence with the element, then the pedestrian walkway is the stopping position. For example, if the first-priority element is the level of congestion, and the level of congestion meets the condition for a level of congestion that has established a correspondence with the element, then the pedestrian walkway is the stopping position.

[0149] Through the above processing, the control device 100 can determine the position to move or stop the moving body M by considering the priority of the elements defined for each specific location. As a result, the control device 100 can enable the moving body to travel in a manner that is more considerate of the surrounding conditions.

[0150] For example, even if there is no congestion before a specific location, if that location is a highly public facility, it may become congested immediately, or it may be inappropriate to stop or drive on the sidewalk before that location. In such real-time situations, even if the sidewalk can be used, the mobile vehicle M can accurately determine whether using the sidewalk is appropriate by considering the type of the specific location. As a result, the mobile vehicle can drive more considerately of its surroundings.

[0151] According to the second embodiment described above, the control device 100 determines whether the movement path of the moving body M includes a sidewalk based on the result of the determination of whether multiple elements meet the criteria of each element and the priority of multiple elements based on the type of specific location near the sidewalk. This enables the moving body to travel with greater consideration for the surrounding conditions.

[0152] The implementation methods described above can be performed as follows.

[0153] A mobile body control system, wherein,

[0154] The mobile body control system includes:

[0155] Storage device, which stores a program; and

[0156] Hardware processor,

[0157] The hardware processor executes the program stored in the storage device to perform the following processing:

[0158] Identify the surrounding conditions of the moving object;

[0159] Determine the stopping position corresponding to a specific location of the moving object;

[0160] If the congestion level of the sidewalk near the specific location is less than a threshold, the stopping location will be determined within the sidewalk area near the specific location;

[0161] If the congestion level of the sidewalk near the specific location exceeds the threshold, the stopping location will be determined in another area that is not part of the sidewalk area near the specific location.

[0162] The implementation methods described above can be performed as follows.

[0163] A mobile body control system, wherein,

[0164] The mobile body control system includes:

[0165] Storage device, which stores a program; and

[0166] Hardware processor,

[0167] The hardware processor executes the program stored in the storage device to perform the following processing:

[0168] The path of the moving body is determined to include a sidewalk based on the result of a determination of whether a selected element among multiple elements meets the criteria established for each element, wherein the selected element is selected based on the priority obtained according to the type of specific locations near the sidewalk.

[0169] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A mobile vehicle control system comprising a control unit that, when the mobile vehicle is moving toward a specific location on a sidewalk near the specific location specified by a user of the mobile vehicle, determines, based on the congestion level of the sidewalk near the specific location, a stopping position corresponding to the specific location for boarding or alighting relative to the mobile vehicle within a sidewalk area near the specific location, wherein, The control unit controls the moving body based on the determined stopping position, and causes the moving body to travel along the length of the sidewalk. If the congestion level of the sidewalk near the specific location is less than a threshold, the control unit causes the moving body to stop at a first position within the sidewalk area near the specific location. If the congestion level of the sidewalk near the specific location exceeds the threshold, the control unit causes the moving body to stop at a second position in the sidewalk that is closer to the first position in the length direction than the first position, in another area that is not part of the sidewalk area near the specific location.

2. The mobile body control system according to claim 1, wherein, The degree of congestion is the extent to which objects are present on the sidewalk.

3. The mobile body control system according to claim 1 or 2, wherein, Even if the congestion level of the sidewalk near the specific location is less than the threshold, the control unit will determine the stop position in another area if the specified conditions are met by factors different from the congestion level.

4. The mobile body control system according to claim 3, wherein, The element that differs from the level of congestion, which is dynamically changing near the sidewalk, is a static element that does not dynamically change near the sidewalk.

5. The mobile body control system according to claim 4, wherein, The static elements include one or more of the following: day of the week, time of day, and weather.

6. The mobile body control system according to claim 4 or 5, wherein, The content of the static elements, which corresponds to the characteristics of the specific location, is associated with the specific location.

7. The mobile body control system according to claim 4 or 5, wherein, The specified conditions include whether the user of the mobile body has the specified attributes.

8. The mobile body control system according to claim 4 or 5, wherein, The specified conditions include whether the specific location is a transit point or a destination.

9. The mobile body control system according to claim 1 or 2, wherein, Even if the congestion level of the sidewalk near the specific location is less than the threshold, if there is an area managed by the specific location where the mobile body can stop, or an area cooperating with the specific location where the mobile body can stop, the control unit will also determine the stopping location in the area where the mobile body can stop.

10. The mobile body control system according to claim 1 or 2, wherein, When the control unit determines the stopping position of the moving body in the pedestrian area near the specific location, it determines the stopping position as the position that does not interfere with the moving object on the pedestrian walkway.

11. A mobile body, wherein, The mobile body is equipped with a mobile body control system according to any one of claims 1 to 10.

12. The mobile body according to claim 11, wherein, The moving body controls the device to stop at the stop position determined by the control unit.

13. A control method, wherein, The control method causes the computer to perform the following processing: When the mobile vehicle is moving toward a specific location on a sidewalk near that specific location, the stopping position for boarding or alighting relative to the mobile vehicle is determined within the sidewalk area near that specific location, based on the level of congestion on the sidewalk near that specific location. The moving body is controlled based on the determined stopping position, and the moving body is made to travel along the length of the sidewalk in the sidewalk. If the congestion level of the sidewalk near the specific location is less than a threshold, the moving body is stopped at a first location within the sidewalk area near the specific location; If the congestion level of the sidewalk near the specific location exceeds the threshold, the moving body is stopped at a second position in the sidewalk that is further ahead of the first position in the length direction of the sidewalk in another area that is not in the sidewalk area near the specific location.

14. A storage medium storing a program, wherein, The program causes the computer to perform the following processes: When the mobile vehicle is moving toward a specific location on a sidewalk near that specific location, the stopping position for boarding or alighting relative to the mobile vehicle is determined within the sidewalk area near that specific location, based on the level of congestion on the sidewalk near that specific location. The moving body is controlled based on the determined stopping position, and the moving body is made to travel along the length of the sidewalk in the sidewalk. If the congestion level of the sidewalk near the specific location is less than a threshold, the moving body is stopped at a first location within the sidewalk area near the specific location; If the congestion level of the sidewalk near the specific location exceeds the threshold, the moving body is stopped at a second position in the sidewalk that is further ahead of the first position in the length direction of the sidewalk in another area that is not in the sidewalk area near the specific location.

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