Personal mobility vehicle

Abstract

To provide a map generating system that can create built-in map data by simple means for a PMV user without requiring a dedicated measurement vehicle.SOLUTION: A PMV 70, which is a measurement vehicle, acquires measurement data for generating map data on a route along which vehicles are to travel autonomously, and transmits the data to a control device 200, which is a map generating device. When receiving the measurement data, the control device 200 determines whether the total of the measurement data on this route that has already been stored and the received measurement data is in a state in which the amount of data is sufficient to generate map data on this route. When the total amount of data is not in the state in which the amount of data is sufficient to generate map data on this route, the control device 200 transmits a data shortage notification to the PMV 70. When receiving the data shortage notification, the PMV 70 acquires measurement data and transmits it to the control device 200. The map generating device also generates user preferential treatment information and billing information to a user.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present disclosure relates to a map generation system and a map generation device that generate built-in map data used by a vehicle that performs autonomous driving.

Background Art

[0002] Vehicles that run at low speeds by electricity, such as senior cars, electric wheelchairs, or electric baby carriages, are generally called personal mobility vehicles (hereinafter referred to as PMVs). The elements necessary for autonomous driving of a PMV are as follows. (1) Built-in map data The built-in map data is map data built into the PMV. The built-in map data has information for self-position estimation, such as a point cloud map, a vector map, and a feature point arrangement map. (2) Route information The route information is information for the PMV to travel to the destination. The route information includes a sequence of coordinate points set on the built-in map data and additional information such as a target speed. (3) Self-position information. The self-position information is the position information of the PMV on the built-in map of the PMV obtained by self-position estimation using sensors. Among the above (1), (2), and (3), the (3) self-position information is acquired in real time by a sensor such as a locator (self-position calibration device) during the autonomous driving of the PMV. (1) The built-in map data and (2) the route information are created in advance before the autonomous driving of the PMV.

[0003] In particular, since the (2) route information is created based on the (1) built-in map data, it is necessary to first create and maintain the built-in map data. The built-in map data is created from measurement data obtained by a dedicated system such as an MMS (Mobile Mapping System).

[0004] It is difficult to create a map of the entire area by measuring the entire area of an unspecified open area with a dedicated measurement vehicle for the maintenance of the built-in map data. The prior art discloses a technique for measuring measurement data using a dedicated measurement vehicle (for example, Patent Document 1).

[0005] However, it is realistically difficult to cover the entire area of the open area using a dedicated measurement vehicle, especially in an area where roads are subdivided like in a residential area and include sidewalks where the possibility of autonomous driving of the PMV is high. In this case, if the in-vehicle map data cannot be prepared for the routes used by users of the autonomous driving PMV and the PMV cannot perform autonomous driving, the attractiveness of the PMV as a product capable of autonomous driving will decrease. In addition, since the creation of the in-vehicle map involves specialized processing, it is difficult for individual PMV70 users to construct an environment in which they can create in-vehicle map data.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0007] The present disclosure aims to provide a map generation system that does not require a dedicated measurement vehicle and can create in-vehicle map data by simple means for users of the PMV.

Means for Solving the Problems

[0008] The personal mobility vehicle according to the present disclosure includes a sensor that detects surrounding information, a storage device that stores map data, a data processing unit that obtains information on the driving route and acquires measurement data for generating map data of the driving route by performing self-position estimation and environmental map creation processing by SLAM, a communication unit that transmits the acquired measurement data to a measurement data management unit, an operation device that switches between manual driving and autonomous driving, An information processing device that autonomously drives or presents a driving route including a target route for collecting and updating the map data to a user who rides in the vehicle, a user authentication device that authenticates the user, is provided.

Effect of the Invention

[0009] According to the present disclosure, since the control device 200 transmits a data shortage notice, it is possible to provide a map generation system that does not require a dedicated measurement vehicle and can create built-in map data by a simple means for the user of the PMV. Further, the map generation system 10000 can perform processing of user preferential treatment according to the use of the PMV based on the user identification information and charging processing for the user associated with the user identification information.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Embodiments for Carrying Out the Invention

[0011] In the description of the embodiments and the drawings, the same elements and corresponding elements are denoted by the same reference numerals. The description of the elements with the same reference numerals may be omitted or simplified as appropriate. In the following embodiments, the "part" may be appropriately read as "circuit", "step", "procedure", "process" or "circuitry".

[0012] Embodiment 1. Referring to FIGS. 1 to 11, the map generation system 1000 of Embodiment 1 will be described. The map generation system 1000 includes a PMV70 which is a measurement vehicle capable of autonomous driving using map data, and a control device 200 which is a map generation device for generating map data.

[0013] (Features of the map generation system 1000) The features of the map generation system 1000 (FIG. 2) of Embodiment 1 are as follows. The PMV70 uploads the acquired measurement data 71 to the control device 200. The control device 200 performs a process of creating built-in map data based on the measurement data 71. The PMV70 may measure the measurement data 71 by autonomous driving, or may measure the measurement data 71 by manual driving when it cannot perform autonomous driving. (1) The control device 200 combines the received measurement data 71 with the measurement data of the same route in the past, and determines whether the data volume is in a state where map creation is possible. When the data volume is insufficient, the control device 200 notifies the PMV70 of the data insufficiency. (2) The control device 200 analyzes the detection logs of obstacles recorded by the PMV70. When an obstacle is detected at the same location multiple times on the route, that location is determined as a change candidate. The control device 200 determines the presence or absence of an actual change for the change point candidate through an image or AI image processing. (3) The control device 200 extracts, as change point candidates, feature points that have not been used for a long time and failure points where estimation failures occur multiple times from the feature point information and estimation failure point information used during self-position estimation. The control device 200 determines whether the change point candidate is an actual change point based on the image associated with the change candidate point.

[0014] <Configuration of PMV70> FIG. 1 is a diagram showing the configuration of the PMV70. The PMV70 includes four wheels including at least two drive wheels and a vehicle body having a seat on which at least one person can sit. The two front wheels may be steerable wheels steered by a steering mechanism, and the two rear wheels may be drive wheels. Also, the two front wheels may be omni-wheels, and the two rear wheels may be drive wheels that can rotate independently in the forward or reverse direction. The PMV70 includes a detection information processing device 10, an operation device group 20, a monitoring sensor group 30, a travel control device 50, and a battery 60. The detection information processing device 10, the operation device group 20, the monitoring sensor group 30, the travel control device 50, and the battery 60 are mounted on the vehicle body. The detection information processing device 10 includes a peripheral recognition unit 11, a self-position estimation unit 12, a route determination unit 13, a route following unit 14, a trailing unit 15, a storage device 16, a high-precision map 17, and a recognition interface unit 18. The recognition interface unit 18 is hereinafter referred to as the recognition IF unit 18. The trailing unit 15 includes a discrimination criterion unit 15A. The high-precision map 17 is stored in the storage device 16. The high-precision map 17 is built-in map data. The operation device group 20 includes an in-vehicle terminal 21 and a user terminal 22. A tablet terminal can be used for the in-vehicle terminal 21, and a smartphone can be used for the user terminal 22. The in-vehicle terminal 21 is built in or detachably attached to the PMV70. The user terminal 22 belongs to the user who uses the PMV70. The user terminal 22 and the in-vehicle terminal 21 are connected to each other by non-contact proximity communication or a wired connection via a signal cable. The monitoring sensor group 30 includes a front camera 31, a sonar 32, a millimeter-wave radar 33, and a lidar 34. The PMV70 is provided with a locator 40. The locator 40 is a self-position calibration device that includes a GNSS receiver and an inertial device (IMU) composed of an acceleration sensor, a gyro sensor, etc., and performs integrated positioning by tightly coupling satellite navigation and inertial navigation. The locator 40 is arranged, for example, around the seat. The travel control device 50 includes a speed control unit 51, a direction control unit 52, an information acquisition unit 53, and an operation unit 54. The speed control unit 51 and the direction control unit 52 constitute a vehicle body control unit 55. The battery 60 supplies power to devices such as the drive device provided in the PMV70. Note that the PMV70 can also travel manually by switching operations on the user terminal 22, the in-vehicle terminal 21, or the vehicle operation unit 54.

[0015] <Authentication units 18A, 21A, 22A, etc.> The in-vehicle terminal 21, the user terminal 22, and the recognition IF unit 18 are provided with authentication units. The in-vehicle terminal 21 is provided with an authentication unit 21A, the user terminal 22 is provided with an authentication unit 22A, and the recognition IF unit 18 is provided with an authentication unit 18A. Also, the in-vehicle terminal 21, the user terminal 22, and the recognition IF unit 18 are provided with communication units. The in-vehicle terminal 21 is provided with a communication unit 21C, the user terminal 22 is provided with a communication unit 22C, and the recognition IF unit 18 is provided with a communication unit 18C.

[0016] <User terminal 22> The authentication unit 22A of the user terminal 22 obtains temporary user identification information (QR code (the "QR code" is a registered trademark) or password) of the user who uses the PMV70 through communication with the control device 200. The user terminal 22 has an application that accepts an application for using the PMV70 through data processing with the control device 200 corresponding to the "user information (settlement information) temporarily associated with the user identification information". This application also performs condition settings such as the usage period of the PMV70, processing of the usage fee of the PMV70, and switching between manual / autonomous driving of the PMV70.

[0017] <In-vehicle terminal 21> The in-vehicle terminal 21 has an authentication unit 21A and a communication unit 21C. The authentication unit 21A performs usage authentication to associate the user identification information (user ID) with the PMV identification information (PMVID) through communication with the user terminal 22, reading the screen information of the user terminal 22, and communication with the control device 200. The communication unit 21C receives remote control information (control commands, emergency notification information, remote ON / OFF information, etc.) and safety stop operation information transmitted from the control device 200 through communication with the control device 200. The communication unit 21C associates various data of the detection information processing device 10 with the user identification information and the PMV identification information and transmits them to the control device 200. The communication unit 21C transmits the "emergency notification information" at the in-vehicle terminal 21 and the "selection information" selected by the user to the control device 200. Here, the "emergency notification information" is generated in the following cases (a) to (d). (a) Pressing the emergency button arranged on the operation unit 54 of the PMV70. (b) When the position of the PMV70 is located in the restricted area on the map set corresponding to the PMVID of the PMV70. (c) When the remaining battery level information in the vehicle state information is less than the battery consumption corresponding to the driving distance between the position of the PMV70 and the destination. (d) When the position of the PMV70 is located in or approaching the prohibited entry area of the high-precision map 17.

[0018] <Travel control device 50> The travel control device 50 includes a speed control unit 51, a direction control unit 52, an information acquisition unit 53, and an operation unit 54. The speed control unit 51 and the direction control unit 52 constitute a vehicle control unit 55. The vehicle control unit 55 controls a drive device (not shown) of the PMV 70 based on the drive information generated by the path following unit 14. The drive device is supplied with power from the battery 60 to drive the wheels of the PMV 70. When the drive device is four-wheel drive, it drives the front and rear wheels; when it is rear-wheel drive, it drives the rear wheels; when it is front-wheel drive, it drives the front wheels. The speed control unit 51 controls the speed of the PMV 70. The direction control unit 52 controls the traveling direction or the steering direction of the PMV 70. When the PMV 70 does not have a steering mechanism, for example, it controls the traveling direction left and right by changing the rotational torque, rotational speed, and rotational direction of the left and right rear wheels. When the PMV 70 has a steering mechanism, it controls the traveling direction by controlling the steering direction of the wheels. The information acquisition unit 53 acquires vehicle state information including the speed of the PMV 70 which is a vehicle, the ON / OFF of the PMV 70, and battery information from the vehicle control unit 55 and the battery 60. Note that the PMV 70 may be described as a vehicle. In this Embodiment 1, the vehicle refers to the PMV 70. The operation unit 54 executes switching of power ON / OFF of the battery 60 and switching between manual movement and autonomous movement based on the operation switch of the PMV 70 or the remote ON / OFF information transmitted by the control device 200. When receiving the safety stop operation information, the travel control device 50 moves the PMV 70 to a safe position or area on the sidewalk or roadway according to the safety stop operation information, stops the PMV 70, and then performs control to stop the operation of the PMV 70.

[0019] <Monitoring sensor group 30 and locator 40> The PMV 70 has a monitoring sensor group 30 for detecting the surrounding environment information of the PMV 70. The PMV 70 includes a front camera 31, a sonar 32, a millimeter wave radar 33, and a lidar 34 as the monitoring sensor group 30. The PMV 70 is equipped with a locator 40. The locator 40 detects sensor information including the self-position information and vehicle speed information of the PMV 70.

[0020] <Detection Information Processing Device 10> As shown in FIG. 1, the detection information processing device 10 includes a peripheral recognition unit 11, a self-position estimation unit 12, a route determination unit 13, a route following unit 14, a tracking unit 15, a storage device 16, a high-precision map 17, and a recognition IF unit 18. (1) Based on the sensor information detected by the monitoring sensor group 30, the peripheral recognition unit 11 recognizes the periphery of the PMV70. (2) The self-position estimation unit 12 estimates the self-position, which is the position of the PMV70, based on the self-position information detected by the locator 40 and the position information of the tracking target calculated by the tracking unit 15. (3) The route determination unit 13 generates a travel route based on the information of the monitoring sensor group 30, the locator 40, the peripheral recognition unit 11, the tracking unit 15, the self-position estimation unit 12, the information acquisition unit 53, the recognition IF unit 18 (position information of the tracking target, remote control information), and the stored information in the storage device 16, based on whether travel is possible and the travel planned route (including the route for map update that requires map data collection). Note that the route planning unit 270 of the control device 200 described later generates a plurality of routes by connecting a plurality of points. On the other hand, the route determination unit 13 selects a suitable route from the plurality of routes generated by the route planning unit 270. (4) The route following unit 14 generates drive information so as to follow the travel permission and the travel route from the route determination unit 13. (5) The tracking unit 15 tracks a tracking target including moving objects and stationary objects (including the self-position discrimination reference unit) in the periphery of the PMV70 recognized by the peripheral recognition unit 11. (6) The storage device 16 stores stored information including the high-precision map 17 and the surrounding environment information. (7) The high-precision map 17 is a built-in map used for the autonomous movement of the PMV70. (8) The recognition IF unit 18 activates the route determination unit 13 in response to the usage authentication of the authentication unit 21A of the in-vehicle terminal 21. Then, the recognition IF unit 18 estimates the position information of the tracking target tracked by the tracking unit 15 and sends the position information of the tracking target to the self-position estimation unit 12. Also, the recognition IF unit 18 obtains the remote control information of the in-vehicle terminal 21.

[0021] <Configuration of Control Device 200> Figure 2 shows the block configuration of the control device 200. (1) The data management unit 210 stores and manages vehicle information (position, speed), operation logs, and emergency notification information from the PMV70, and also generates built-in map data, updates the built-in map data based on measurement data, and stores the built-in map data. (2) The measurement data management unit 220 manages measurement data such as sensor information corresponding to the PMVID and position information of the following target. (3) The vehicle state management unit 230 manages failure information, position, state, and remaining charge amount from the PMV, and also manages driving route information and route following state. (4) The user management unit 240 manages user information corresponding to the user ID, and generates user preferential treatment information according to the user's usage (such as the amount of generated map update information, the usage time of the PMV, the driving distance of the used route, the driving route selected by the user, etc.). (5) The billing management unit 250 generates temporary user identification information (temporary user ID) through communication with the user information terminal of the PMV while satisfying the permission conditions according to the user's usage permission, and performs billing processing corresponding to the user information (settlement information) temporarily associated with the user identification information. The billing processing performs billing to the user based on, for example, the card number of the card company associated with the card information as the user information corresponding to the user's temporary user ID. (6) The task management unit 260 manages the tasks of each management unit. (7) The route planning unit 270 inputs a driving plan from the departure place to the destination, and plans a driving planned route (setting of a planned driving route including a route for map update). (8) The remote operation support unit 280 generates remote control information based on the operation of the operator in response to the PMVID, generates position information corresponding to the PMVID based on the sensor information, and generates remote control information for the PMV and safety stop operation information based on the sensor information from the sensors, the map, and the planned travel route. Further, the remote operation support unit 280 generates an emergency notification based on the sensor information and control information, generates travel support information for the PMV, displays the sensor information corresponding to the PMVID, and has a display device that displays the emergency state information associated with the map information based on the position information corresponding to the PMVID and the emergency notification information from the PMV. (9) The security communication unit 290 is connected to the communication device of the PMV by a network line, and exchanges sensor information, remote control information, and emergency notification information corresponding to the PMVID with the communication device of the PMV. The security communication unit 290 has a communication device 291. (10) The management computer 310 has the input / output functions of each management unit.

[0022] <Configuration of the data management unit 210> (1) The data management unit 210 waits for multiple measurements by the measurement vehicle (PMV70) until it can obtain a data volume sufficient for creating the built-in map data, and merges and uses the obtained data. (2) When the data management unit 210 uses, as measurement data, the "point cloud (point cloud) associated with the self-position calibration information of the PMV70 (associated at the measurement time)" obtained by the PMV70 and the image, it performs the processes of self-position estimation and environmental map creation by SLAM (Simultaneous Localization and Mapping) to obtain information on the travel route of the PMV70. (3) When the data management unit 210 uses the positioning information of a high-precision GNSS receiver (locator 40) as measurement data, it uses the self-position information obtained from this positioning information as route information. (4) The data management unit 210 detects change points by checking for the presence of changes in the measurement data. For example, the data management unit 210 analyzes the discrepancy between the built-in map data and the real-time measurement data by the PMV70, or analyzes from the operation log of the PMV70 (such as temporary stops and evasions that always occur), etc., to estimate change point candidates, which are candidate locations for change points.

[0023] <Configuration of the route planning unit 270> FIG. 3 shows the route planning by the route planning unit 270. (1) The route planning unit 270 makes one or more "route plans for map update" for which map update is desired. (2) The "route for map update" may be presented to the user to guide the user, or may not be presented. In the case of not presenting, the map is generated when the user's PMV70 successfully passes through the route. When guiding, by making it so that the user gets more points by selecting a map of a route that the user does not select very often, user benefits can be given and the map can be generated evenly in a guiding manner. (3) The route planning unit 270, in conjunction with the remote operation support unit 280, makes a battery distribution plan to distribute a large amount of the battery 60 to stations around the update target area. Note that the route planning unit 270 may generate request instruction information for requesting the support staff to perform work such as battery distribution and replacement or to mark the battery replacement location by providing in advance and storing in the storage device battery replacement support staff corresponding to the related parties of the surrounding facilities of the station and the scheduled visitors, and distributing the request instruction information to the support staff through the information terminal to prompt the support staff to perform the work.

[0024] <Hardware configuration of the control device 200> Figure 4 shows the hardware configuration of the control device 200. With reference to Figure 4, the hardware configuration of the control device 200 will be described. The control device 200 includes a processor 510. In addition to the processor 510, the control device 200 includes a main memory device 520, an auxiliary storage device 130, and other hardware. The processor 510 is connected to other hardware via signal lines and controls the other hardware.

[0025] As functional elements, the control device 200 includes a data management unit 210, a measurement data management unit 220, a vehicle state management unit 230, a user management unit 240, a billing management unit 250, a task management unit 260, a route planning unit 270, a remote operation support unit 280, and a security communication unit 290. These functions are realized by the processor 510 executing a program.

[0026] The processor 510 is a device that executes this program. The processor 510 is an IC (Integrated Circuit) that performs arithmetic processing. Specific examples of the processor 510 are a CPU (Central Processing Unit), a DSP (Digital Signal Processor), and a GPU (Graphics Processing Unit).

[0027] Specific examples of the main memory device 520 are SRAM (Static Random Access Memory) and DRAM (Dynamic Random Access Memory). The main memory device 520 holds the arithmetic results of the processor 510.

[0028] The auxiliary storage device 130 is a storage device that stores data non-volatilely. A specific example of the auxiliary storage device 130 is an HDD (Hard Disk Drive). The auxiliary storage device 130 stores a program.

[0029] The processor 510 loads a program from the auxiliary storage device 530 to the main memory device 520, reads the program from the main memory device 520, and executes it.

[0030] The program is a program that causes a computer to execute each process, each procedure, or each step obtained by replacing the "section" of the data management section 210, the measurement data management section 220, the vehicle state management section 230, the user management section 240, the billing management section 250, the task management section 260, the route planning section 270, and the remote operation support section 280, and the security communication section 290 with "process", "procedure", or "step".

[0031] In addition, the control method is a method performed by a control device 200, which is a computer, executing a program. The program may be stored and provided in a computer-readable recording medium, or may be provided as a program product.

[0032] Also, the detection information processing device 10 is also a computer. The hardware configuration is the same as that of the control device 200. The peripheral recognition section 11, the self-position estimation section 12, the route determination section 13, the route following section 14, the tracking section 15, and the recognition IF section 18 are realized by a processor 510 executing a program. The storage device 16 is realized by a main storage device 520 or an auxiliary storage device 530. The travel control device 50 is also a computer. The hardware configuration is the same as that of the control device 200. The speed control section 51, the direction control section 52, the information acquisition section 53, and the operation section 54 are realized by a processor 510 executing a program.

[0033] ***Explanation of Operations*** FIG. 5 is a flowchart showing the operations of the PMV 70 and the control device 200 in the map generation system 1000. The operations of the map generation system 1000 will be described with reference to FIG. 5. The control device 200 is a map generation device. The control device 200 generates map data to be used by a PMV 70, which is a measurement vehicle capable of autonomous driving, using the map data. The PMV 70 is equipped with sensors such as a monitoring sensor group 30 and a locator 40, but these sensors are sensors for autonomous driving of the PMV 70 and are not measurement sensors for map generation.

[0034] <Operation of PMV70> In step S101, PMV70 starts measurement by manual movement at the start point of the route it wants to autonomously drive and acquires measurement data 71. PMV70 acquires measurement data 71 while driving to the destination. The measurement data 71 is acquired by the monitoring sensor group 30 and the locator 40.

[0035] In step S102, when PMV70 arrives at the destination by manual driving, it ends the measurement.

[0036] In step S103, after the measurement is completed, PMV70 transmits the measurement data 71 to the control device 200. Specifically, the recognition IF unit 18 transmits the measurement data to the control device 200 via the in-vehicle terminal 21 of the in-vehicle terminal 21. Depending on the determination result of step S106 described later, a data shortage notification or autonomous driving data is distributed from the control device 200. When a data shortage notification is issued, steps S101 to S103 are separately repeated until the autonomous driving data described later is distributed.

[0037] <Operation of the control device 200> In step S104, the security communication unit 290 of the control device 200 receives the measurement data 71 from PMV70. That is, the security communication unit 290, which is a receiving unit, acquires measurement data for generating map data of this route by measuring the route planned for autonomous driving, and receives the measurement data transmitted from PMV70, which is the measurement vehicle that transmits the acquired measurement data.

[0038] In step S105, the data management unit 210 accumulates the received measurement data 71.

[0039] In step S106, the data management unit 210 determines whether the received measurement data 71 can be used to create a map by merging it with the measurement data of the same route that has already been accumulated. If it is sufficient, the process proceeds to step S107. If the data volume is insufficient, the process proceeds to step S111. That is, the data management unit 210, which is the notification transmission unit, performs the following processing. When the security communication unit 290, which is the reception unit, receives measurement data, the data management unit 210 determines whether the entire set of the route accumulation data, which is the measurement data of the route that has already been accumulated, and the received measurement data is in a state where the data volume is sufficient to generate the map data of this route. If the data management unit 210 determines that this entire set is not in a state where the data volume is sufficient to generate the map data of the route, it transmits a data shortage notification notifying the PMV70, which is the measurement vehicle, of the data volume shortage.

[0040] In step S111, the data management unit 210 notifies the in-vehicle terminal 21 of the PMV70 of the data shortage via the security communication unit 290.

[0041] In step S107, the data management unit 210 creates built-in map data from the measurement data 71. This built-in map data is the high-precision map 17.

[0042] In step S108, the route planning unit 270 creates route data on the built-in map data.

[0043] In step S109, the data management unit 210 packages the built-in map data and the route data generated by the route planning unit 270 to generate autonomous driving data. That is, the autonomous driving data is data that includes the built-in map data and the route data.

[0044] In step S110, the data management unit 210 distributes the autonomous driving data to the PMV70 via the security communication unit 290.

[0045] <Change point detection type 1> FIG. 6 is a flowchart of the operation of the type 1 detection method in which the map generation system 1000 detects a change point that has occurred on the route. The detection of the change point will be described with reference to FIG. 6.

[0046] <Operation of PMV70> In step S201, PMV70 starts autonomous movement.

[0047] When the surrounding recognition unit 11 of PMV70 detects an obstacle, it records a detection log (steps S202, S203). The detection log includes the position and time at which the obstacle was detected and the image data of the obstacle. In addition, the surrounding recognition unit 11 records the operation log of PMV70. The operation log includes information such as temporary stops and avoidance due to obstacles. The information that forms the basis of the operation log is generated from the position information from the self-position estimation unit 12 and the information obtained from the operation unit 54 via the path following unit 14.

[0048] In step S204, PMV70 ends autonomous driving. After the end of the autonomous driving of the PMV, in step S205, the surrounding recognition unit 11 of the PMV transmits the operation log and the detection log to the control device 200 via the recognition IF unit 18 and the communication unit 21C at an appropriate timing.

[0049] <Operation of control device 200> In step S206, the security communication unit 290 of the control device 200 receives the operation log and the detection log transmitted from PMV7 0. That is, the security communication unit 290, which is a receiving unit, receives from the PMV70, which is a measurement vehicle, the detection result of detecting an obstacle when the PMV70 autonomously travels along a route according to the map data for autonomous driving, together with an image of this obstacle.

[0050] In step S207, the data management unit 210 receives the operation log and the detection log transmitted from PMV70, and accumulates the received operation log and detection log in step S207.

[0051] In step S208, the data management unit 210 analyzes the detection log and determines whether there are change point candidates. Here, those in which an obstacle is detected at the same location multiple times on the route are regarded as change candidates. When there are change point candidates, the data management unit 210 determines whether an actual change has occurred based on the image of the obstacle included in the detection log. If the data management unit 210 determines that a change has occurred, the process returns to step S206. The data management unit 210, which is a data transmission unit, accumulates the detection result and the image of the obstacle every time it receives the detection result and the image of the obstacle. The data management unit 210 determines change point candidates based on the accumulated multiple detection results. The data management unit 210 determines whether the determined change point candidates correspond to the change points for which the map data should be corrected based on the accumulated images of the obstacles.

[0052] In step S209, when there is an actual change, the data management unit 210 registers the change point candidates determined to have changed as change point information in the storage device 16. Ultimately, the data management unit 210 determines the update target area using the registered multiple change point information, and causes the PMV70 to execute measurement to update the built-in map data.

[0053] <Change Point Detection Type 2> FIG. 7 is a flow of the operation of a type 2 detection method in which the map generation system 1000 detects a change point that has occurred on the route. The detection of the change point will be described with reference to FIG. 7.

[0054] In step S301, the PMV70 performs autonomous driving using the high-precision map 17.

[0055] In step S302, the self-position estimation unit 12 of the detection information processing device 10 records the feature points used for self-position estimation and stores them in the storage device 16.

[0056] In step S303, the self-position estimation unit 12 records the point where self-position estimation fails during autonomous driving and stores it in the storage device 16 together with the corresponding image. Also, the self-position estimation unit 12 stores the time when self-position estimation fails and the image data in the storage device 16. The self-position estimation unit 12 acquires measurement data 71 such as an image from the surrounding recognition unit 11. Note that for steps S302 and S303, step S303 may occur earlier than step S302, or both may occur simultaneously.

[0057] In step S304, the PMV 70 performs autonomous driving. In step S305, after the autonomous driving ends, the PMV 70 transmits the stored feature point information and estimation failure information to the control device 200 via the in-vehicle terminal 21 at an appropriate timing by the recognition IF unit 18. The feature point information and the estimation failure information include the image associated with the feature point and the image associated with the failure point.

[0058] <Operation of the control device 200> In step S306, the security communication unit 290 receives the feature point information and the estimation failure information transmitted from the PMV 70. The security communication unit 290, which is a receiving unit, receives the feature points used for self-position estimation performed when the PMV 70, which is the measurement vehicle, is autonomously driving along a route according to the map data for autonomous driving, together with the images of the feature points. The security communication unit 290, which is a receiving unit, receives the failure points where self-position estimation has failed when the PMV 70, which is the measurement vehicle, is autonomously driving along a route according to the map data for autonomous driving, together with the images of the failure points. The security communication unit 290, which is a receiving unit, receives the failure points where self-position estimation has failed when the PMV 70, which is the measurement vehicle, is autonomously driving along a route according to the map data for autonomous driving, together with the images of the failure points.

[0059] In step S307, the data management unit 210 accumulates the feature point information and the estimation failure information.

[0060] In step S308, the data management unit 210 extracts change point candidates using the feature point information and the estimation failure information. The change point candidates are as follows. Feature points that have not been used for a long time are change point candidates. Locations where estimation failures occur multiple times are change point candidates. When there are change point candidates, the data management unit 210 determines whether an actual change has occurred based on an image or the like. That is, every time the data management unit 210, which is the notification transmission unit, receives a feature point and an image of the feature point, it accumulates the feature point and the image of the feature point, and determines a change point candidate for the route based on the accumulated multiple feature points. The data management unit 210 determines whether the determined change point candidate corresponds to a change point for which the map data should be corrected based on the images of the multiple accumulated feature points. Also, every time the data management unit 210, which is the notification transmission unit, receives a failure location and an image of the failure location, it accumulates the failure location and the image of the failure location, and determines a change point candidate for the route based on the accumulated multiple failure locations. The data management unit 210 determines whether the determined change point candidate corresponds to a change point for which the map data should be corrected based on the images of the multiple accumulated failure points. In the process of step S308, the case of using feature points and the case of using failure locations have been described, but both feature points and failure locations may be used, or either one of them may be used.

[0061] In step S309, when there is an actual change, the data management unit 210 registers the change point information in the storage device. When there is no change point, the process returns to step S306. Finally, the data management unit 210 determines an update target area using the collected change point information, issues a measurement instruction to the PMV70, and updates the built-in map data when measurement data is obtained from the PMV70.

[0062] <***Effects of Embodiment 1***> When a user of the PMV70 uses the PMV70, it is possible to (a) collect measurement data, (b) collect obstacle detection logs, and (c) collect feature point data or failure points regarding self-position estimation. Also, in (a) the collection of measurement data, when the data volume is insufficient, the control device 200 notifies the PMV70. That is, even when using a normal PMV70 that cannot collect a large amount of data at once, each time a shortage notice is sent to the PMV70, the control device 200 can obtain measurement data from the PMV70. Therefore, measurement data can be collected without using a PMV or MMS dedicated for measurement. Regarding the creation of built-in map data, it becomes possible to accumulate measurement data by manual driving of the PMV70 and create map / route information. As a result, it is possible to increase the number of routes on which the PMV70 can autonomously drive. The built-in map data created by the data management unit 210 and the route information created by the route planning unit 270 can be shared and made available for use by a plurality of PMV70s by being distributed by the control device 200. A map generation system 1000 consisting of a plurality of PMV70s and a control device 200 can introduce a mechanism that can actively create built-in map data for the autonomous movement of the PMV70. For this reason, it is possible to reduce the loss of value of the autonomous driving function of the PMV70, which cannot autonomously move because it has no built-in map data despite having an autonomous movement function. The data management unit 210 detects change points. Therefore, it has the effect of reducing risks such as a decrease in the autonomous driving area due to the occurrence of changes, an increase in travel time due to a temporary stop or avoidance behavior, etc., and enhancing the product value of the PMV70 that can autonomously move. In the PMV70, the in-vehicle terminal 21 is equipped with an authentication unit 21A. By erasing the user identification information (user ID) from the in-vehicle terminal 21 after use, personal information can be protected by performing temporary authentication in which no personal information remains in the PMV70. The discrimination criterion unit 15A accurately confirms the self-position regarding the self-position. Therefore, the error in position calibration can be confirmed. The PMV70 receives remote control from the control device 200. That is, the PMV70 can receive remote control from the control device 200 based on various information such as obstacle information not present in the built-in map data, travel stop information for emergencies, or emergency notification information, in addition to collecting measurement data 71. By this remote control, the PMV70 can ensure driving safety. In the map generation system 1000, user preferential treatments (such as PMV usage discounts, free services, usage points for PMV usage and facilities in the PMV driving area) corresponding to the usage of the PMV (such as the amount of map update information generated, PMV usage time, travel distance of the usage route, etc.) based on the user identification information can be received.

[0063] As a supplement, referring to FIGS. 8, 9, and 10, service usage example 1, service usage example 2, service usage example 3, and service usage example 4 will be described. FIG. 8 is a diagram showing the call of the service operator by the PMV70 user and the response of the service operator. FIG. 9 is an example of a screen for the user to call the operator. FIG. 10 is an example of a screen of the control device 200 in the service operator. FIG. 11 is a flowchart of the authentication process.

[0064] The following steps S401 to S40408 are the authentication process. Hereinafter, personal authentication and PMV usage mutual confirmation are performed by authentication between the user terminal 22 and the in-vehicle terminal 21.

[0065] <Step S401> (User terminal 22) In step S302, the user terminal 22 sends a membership-only authentication code, "boarding location, destination, usage time" via SSL communication with the security communication unit 290 of the control device 200 through the network to apply for the use of the PMV70.

[0066] <Step S402> (Control device 200) In step S402, the security communication unit 290 of the control device 200 multicasts a calling signal to each in-vehicle terminal 21 where each PMV70 is disposed upon receiving the application.

[0067] <Step S403> (In-vehicle terminal 21) Upon receiving the calling signal, the in-vehicle terminal 21 confirms, through communication with the recognition IF unit 18 of the PMV vehicle body, that the PMV vehicle body is the correct vehicle body, the charging state, position, and operating state of the PMV vehicle body, and transmits the in-vehicle terminal 1D of the in-vehicle terminal 21 to the control device 200 to start SSL communication.

[0068] <Step S404> (Control device 200: Vehicle allocation) In step S40, the data management unit 210 of the control device 200 acquires the charging state of the PMV70 on which the in-vehicle terminal 21 is mounted, the position of the PMV70, and the operating state of the PMV70 from each in-vehicle terminal 21. The data management unit 210 checks the information received from the in-vehicle terminal 21, determines the PMV70 associated with the in-vehicle terminal ID of the in-vehicle terminal 21 closest to the "boarding area" near the position of the PMV70 whose charging state satisfies "destination, usage time" as the PMV scheduled for vehicle allocation. Even if the charging state of the PMV70 is not satisfied, if it can be handled by transfer, charging, or battery replacement, it is determined as the PMV70 scheduled for vehicle allocation. Note that the PMV ID for identifying the PMV70 and the in-vehicle terminal ID for identifying the in-vehicle terminal 21 mounted on the PMV70 are associated with each other. The data management unit 210 of the control device 200 returns a QR code (the "QR code" is a registered trademark) or an authentication code (a temporary user authentication code that cannot identify an individual) as the user ID and the vehicle body number of the PMV70A associated with the in-vehicle terminal ID of the in-vehicle terminal 21 mounted on the PMV70A scheduled for vehicle allocation to the user terminal 22.

[0069] <Step S405> (User terminal 22, In-vehicle terminal 21) In step S405, user 82 visually checks the permitted PMV vehicle body number displayed on user terminal 22. User 82 presents a user authentication code screen to in-vehicle terminal 21 of PMV70A with the permitted vehicle body number using user terminal 22 or transmits the user authentication code to in-vehicle terminal 21 by non-contact communication. In-vehicle terminal 21 transmits the user authentication code and the in-vehicle terminal ID to control device 200 by SSL communication.

[0070] <Step S406> (Control device 200) In step S406, data management unit 210 of control device 200 confirms that it is the correct user terminal 22 that has received the reservation or usage application, and returns authentication OK to in-vehicle terminal 21.

[0071] <Step S407> (In-vehicle terminal 21) In step S407, in-vehicle terminal 21 confirms that the other party is the correct user terminal 22 upon receiving authentication OK from control device 200.

[0072] <Step S408> In step S408, data management unit 210 of control device 200 returns authentication OK to user terminal 22 via security communication unit 290, and user terminal 22 confirms that the other party is the correct in-vehicle terminal 21.

[0073] Through the above authentication process, user terminal 22 is associated with the PMV, and PMV70A is activated.

[0074] The movement of the safety bar provided in PMV70, the communication between in-vehicle terminal 21 and user terminal 22, the infrared sensor, LiDAR, or weight sensor can confirm the user's seating on PMV70, for example, by the surrounding awareness unit 11 or in-vehicle terminal 21. When the user sits down, PMV70 enters the active mode. Also, after PMV70A is activated, if the user does not sit down within the set time, PMV70A enters the standby mode. The charging management unit 250 of the control device 200 charges the user 82 based on information such as the usage time A after changing to the active mode, the moving distance (the integrated value of the change in the self-position) B, and the amount C of the updated map generated by the control device 200 (the data amount of the map, the driving time / distance within the update target area). For example, the charging management unit 250 charges according to the formula of A×α (coefficient) + B×β (coefficient) - C×γ (coefficient).

[0075] When the user's usage (restriction) time has passed or the destination has been reached, the PMV70A stops. When the PMV70A stops and the departure of the user 82 from the PMV70A is confirmed, the PMV70A enters the standby mode. The departure of the user 82 can be confirmed by a device similar to the seating one In the standby mode, the user terminal 22 transmits the user authentication code to the in-vehicle terminal 21 again, and the PMV70A changes to the active mode again.

[0076] When changing from one PMV70 to another PMV70A (battery replacement, charging, or vehicle allocation replacement using the parking time) according to an instruction from the control device 200, the data management unit 210 of the control device 200 contacts the user terminal 22 with the vehicle body number of the PMV to which the user is to transfer via the security communication unit 290. The user 82 presents or transmits the user authentication code to the in-vehicle terminal 21 of the PMV70 to which the user is to transfer by the user terminal 22 and transfers to the PMV70.

[0077] The user management unit 240 of the control device 200 obtains the usage history of other facilities within the PMV usage time of the user 82 of the in-vehicle terminal 21 from the user authentication code of the in-vehicle terminal 21, and stores it in a usage database (not shown). The usage history of the user 82 includes purchased goods, meal orders, names of used facilities, etc. The usage history is temporarily stored encrypted as temporary data and immediately deleted after the history is collected. The user authentication code is used as payment information that is temporarily available only within the service area 81. In the usage database, the usage history takes a random usage history collection ID to protect personal information, and the user authentication code is not recorded and saved. The member-only authentication code and the user authentication code are temporarily associated. From the payment information of the user authentication code, card payment is collectively performed using the card information corresponding to the member-only authentication code. For example, the user authentication code is used as a common temporary common path in the service area 81. For settlement at each store or facility, the billing management unit 250 of the control device 200 performs settlement using the common path, and the user 82 makes a collective settlement with the billing management unit 250 of the control device 200 using the associated card. The user authentication code changes each time the service area 81 is visited. Also, since the user 82 is given value points or discounts each time of use, there is a user benefit in using the common path. In addition, the billing management unit 250 can further add value points according to the amount of the generated map and the driving time / distance within the map update target area. As a result, regarding the usage history of the user 82 at each facility, the user management unit 240 of the control device 200 can collect data using the common path while concealing personal information.

[0078] <Example of Usage Service 2> The following explains Example of Usage Service 2. Assume that the PMV70 is used for movement between stations where N = 10 or more and M = 5 or more. In the following example, M = 5. <Deployment: Stations (M: 5 or more)> (1) Station M1 in the hotel area (2) Station M2 in the event hall area or exhibition area. (3) Station M3 in the shopping area. (4) Station M4 in the restaurant area. (5) Station M5 in the parking lot area. <Normal deployment of PMV70: Waiting at Stations M1 - M5> Distribution of N (N: 10 or more) PMV70s. N units / M station ⇒ 10 units / 5 stations = 2. <Weighting of the permanent deployment numbers> (1): P1 = 0.2 (2): P2 = 0.2 (3): P3 = 0.3 (4): P4 = 0.2 (5): P5 = 0.1 (ΣPi = 1) The i in Pi is associated with the i in Station Mi. The data management unit 210 of the control device 200 changes the deployment weight Pi according to the call frequency (pi) of PMV70. The above example shows a case where there are many calls at Station M3 in the shopping area and few calls from Station M5 in the parking lot. The relationship between vehicle allocation and weighting is as follows. PMV70 receives a call from the user terminal 22 of User 2 and allocates PMV70 to the user from the nearby Station Mi or the station Mi with a large number of deployed units. The data management unit 210 of the control device 200 autonomously moves the PMV sequentially to adjacent stations from nearby stations for the stations with reduced numbers due to vehicle allocation to User 82. Thereby, the data management unit 210 of the control device 200 adjusts the actual number of PMV70s to approach the permanent number (planned value) of PMV70s at each station. The data management unit 210 of the control device 200 varies the weight of the standing number mi (Σmi = M) of PMV70 in a certain time unit based on the vehicle allocation reservation and usage record. The data management unit 210 of the control device 200 variably adjusts the deployment number while appropriately balancing so that the waiting time of the reservationist is minimized and the number of operating vehicles is maximized. In the area to be updated in the built-in map data, the data management unit 210 of the control device 200 estimates the call frequency from the user 82 and increases the weight Pi. For example, based on the past usage record and the increase amount Δ of the number of calls per unit time, the data management unit 210 changes the weighting. The data management unit 210 of the control device 200 varies the price points for the user, and increases the weighting when the price points are large. Also, when there is a request for use for map update from the user, the data management unit 210 further increases the weighting based on the request record and situation.

[0079] <Example of Usage Service 3> The following describes Example of Usage Service 3. Example of Usage Service 3 is an example of responding opportunely by separating battery replacement and charging.

[0080] <Confirmation of Charging Status of Each Vehicle> In this Example 3, a charging or battery replacement location is installed at each station Mi or its vicinity. Each PMV70 charges while in the standby state at the station Mi to which it belongs. When the battery capacity drops below 20%, in the case of a high operation rate, it responds with battery replacement. In the case of a PMV70 with a low operation rate, it is preferentially set to the standby state. In some cases, it exchanges rides with the surrounding standby PMVs. When the battery capacity is greater than 20%, the vehicle status management unit 230 of the control device 200 checks whether it will drop below 20% on the way to the destination. When it is predicted that the battery capacity will drop below 20%, the vehicle status management unit 230 of the control device 200 preferentially allocates another PMV70, issues a warning that a battery replacement should be done in advance, changes to another PMV waiting on the way, or checks whether charging is possible on the way based on the schedule of the user 82. When the vehicle state management unit 230 of the control device 200 anticipates a battery shortage, it may autonomously move to charge in advance. When a store near the charging station and the service operator cooperate and the user terminal 22 notifies the collaborator of the arrival of the PMV (including the expected arrival time), at the charging station at the autonomous movement destination, the notified collaborator extracts the fully charged battery from the battery box and replaces the battery.

[0081] In the area to be updated on the map, a special charging box or battery exchange station is deployed within the area. Also, more fully charged replacement batteries are deployed at the surrounding stations than usual. The number of deployed replacement batteries is set by estimating the call frequency from users. For example, the number of deployed replacement batteries is varied based on past usage records and the increase amount Δ in the number of calls per unit time. Vary the reward points for users, and increase the number of deployed replacement batteries when the reward points are high. Also, when there is a request for use for map update from the user, the number of deployments is further increased based on the request record and situation.

[0082] <Usage Service Example 4> The following describes Usage Service Example 4. Usage Service Example 4 relates to the destination movement of the PMV70.

[0083] <Autonomous Movement of PMV70> After the PMV70 becomes active, the travel control device 50 of the PMV70 autonomously moves the PMV within the preset destination or usage time.

[0084] <Setting and Changing of Data in Autonomous Movement> In the autonomous movement of the PMV70, in the PMV70, the stopover points to the destination, the stopover time, the area to be updated on the map, and the planned measurement time based on the expected map measurement time can be set and changed by the in-vehicle terminal 21.

[0085] <Manual Movement of PMV70> By means of a switching operation for switching between manual movement and autonomous movement at the user terminal 22 or the vehicle operation unit 54, it is possible to drive the PMV manually.

[0086] <Guidance of the guiding route during manual driving> In the case of manual driving in the PMV70, the guiding route is provided by the guidance on the screen or voice of the in-vehicle terminal 21. The PMV70 can be manually driven according to the guiding route on the screen or voice.

[0087] <Proposal of stopping places and areas to be updated> Regarding the stopping places of the PMV70 or the areas to be updated on the map, the in-vehicle terminal 21 sends the destination or usage time to the control device 200 while making an inquiry, receives the recommended places and the areas to be updated on the map from the control device 200, and displays and proposes them to the user terminal 22. The PMV70 may move to the destination via the stopping places or the areas to be updated on the map according to the proposal.

[0088] <Change on the PMV70 side of the stopping places and areas to be updated> In the PMV70, when changing the stopping places, the areas to be updated on the map, the stopping time, or the planned measurement time during the movement to the destination, it can be changed in advance by the in-vehicle terminal 21.

[0089] <Charging for exceeding the time at the stopping place> When the data management unit 210 of the control device 200 determines that, due to traffic conditions or the convenience of the user, the scheduled time for the stop time at the stop location or the scheduled measurement time in the map update target area for PMV70 has passed, it calculates the required time from the position of PMV70 to the next stop location or the destination, and the predicted charge state. When the recalculated required time exceeds the applied usage limit time, the data management unit 210 of the control device 200 processes as follows. When the reason for the excess of the recalculated required time is due to traffic conditions, the data management unit 210 transmits free selection information to the billing management unit 250 so that it is free of charge. When receiving the free selection information, the billing management unit 250 performs a billing process of 0 yen for the usage fee for the user 82. When the reason for the excess of the recalculated required time is due to the convenience of the user, the data management unit 210 transmits excess fee information to the billing management unit 250 so that an excess fee is incurred. When receiving the excess fee information, the billing management unit 250 performs a billing process for the excess amount indicated in the excess fee information for the user 82. Regarding traffic conditions, the data management unit 210 of the control device 200 determines whether there is a delay due to rainfall, traffic congestion, etc. from the cameras, pedestrian sensors, or movement history of PMV70 arranged on the route , and determines whether all or part of the map update target area has been passed through.

[0090] <Inconsistency in vehicle dispatch schedule due to time overrun> When an inconsistency occurs in the vehicle dispatch schedule due to an extended usage time, PMV70 stops at the nearest station at the time when the extension is inferred or after the passage of time.

[0091] <Partial refund of excess fee> When the time extension is delayed due to traffic congestion or the like, the data management unit 210 of the control device 200 transmits the differential refund information to the billing management unit 250 so as to refund the differential fee to the user 82. When receiving the differential refund information, the billing management unit 250 performs a billing process to refund the differential fee. When the delay is due to the user's convenience, the differential refund information is not transmitted and the differential is not refunded to the user 82. In the case of rainfall, since other PMVs are also inoperable, the billing management unit 250 refunds the differential fee. The data management unit 210 arranges reservations for MaaS that picks up the user 82, recommends the use of nearby facilities, and arranges reservations.

[0092] <Regarding the travel route> During movement, the PMV 70 travels along the travel route determined according to the flow of people from the starting point to the next point. When the flow of people is dense, the travelable routes are narrowed down, and when the flow of people is sparse, the travelable routes are increased. During the movement of the PMV 70, the user 82 selects the travel route to travel from the travelable routes by operating the in-vehicle terminal 21. For example, the user 82 changes the route from the current route to the adjacent routes on the left and right using the right and left buttons. Since the arrival time to the destination changes due to the route change, if there is a possibility of exceeding the time limit, the vehicle changes to travel only on the shortest route. Of course, it may be changed to manual operation, or it may be changed from manual operation to autonomous driving. The fee system may be changed between manual operation and autonomous driving.

Explanation of symbols

[0093] 10 Detection information processing device, 11 Peripheral recognition unit, 12 Self-position estimation unit, 13 Route determination unit, 14 Route following unit, 15 Tracking unit, 15A Discrimination criterion unit, 16 Storage device, 17 High-precision map, 18 Recognition IF unit, 19 Measurement data generation unit, 20 Operation device group, 21 Vehicle-mounted terminal, 21A Authentication unit, 21C Communication unit, 22 User terminal, 22A Authentication unit, 22C Communication unit, 30 Monitoring sensor group, 31 Front camera, 32 Sonar, 33 Millimeter-wave radar, 34 Lidar, 40 Locator, 50 Travel control device, 51 Speed control unit, 52 Direction control unit, 53 Information acquisition unit, 54 Operation unit, 55 Vehicle body control unit, 60 Battery, 70 PMV, 71 Measurement data, 80 Station, 81 Service area, 82 User, 200 Control device, 210 Data management unit, 220 Measurement data management unit, 230 Vehicle state management unit, 240 User management unit, 250 Billing management unit, 260 Task management unit, 270 Route planning unit, 280 Remote operation support unit, 290 Security communication unit, 291 Communication device, 310 Management computer, 510 Processor, 520 Main memory device, 530 Auxiliary memory device, 1000 Map generation system.

Claims

1. A sensor that detects surrounding information; A storage device for storing map data; a data processing unit that obtains information about a travel route by performing processes of self-location estimation and environmental map creation using SLAM, and acquires measurement data for generating map data of the travel route while traveling; a communication unit that transmits the acquired measurement data to a measurement data management unit; An operation device for switching between manual driving and autonomous driving; an information processing device that autonomously drives the vehicle so as to follow a driving route including a target route for which the map data is collected and updated, or presents a driving route including the target route to a user who is riding in the vehicle; a user authentication device for performing user authentication of the user; A personal mobility vehicle equipped with

2. a travel control device that autonomously moves the personal mobility vehicle to a preset destination, or autonomously moves the personal mobility vehicle to a preset destination within a preset usage time; a vehicle-mounted terminal capable of setting and changing the stopover points and stopover times on the way to the destination, an area to which map data is to be updated, and a planned measurement time based on a predicted map measurement time; 2. The personal mobility vehicle of claim 1, comprising:

3. The vehicle-mounted terminal includes:

3. The personal mobility vehicle according to claim 2, wherein the destination or the utilization time is transmitted to an external control device, and the area to be updated for map data is received from the control device and displayed.

Images