System in facility and electrically-driven mobility

Abstract

To provide a system in a facility, capable of stably providing service by using a plurality of electrically-driven mobilities in the facility, and to provide the electrically-driven mobility.SOLUTION: A system in a facility includes a plurality of electrically-driven mobilities (M), and a server (100) in which information on the plurality of electrically-driven mobilities (M) is stored. In the system, a user operates one electrically-driven mobility (M) among the plurality of electrically-driven mobilities (M) in the facility so as to move the one electrically-driven mobility (M), and when the use of the one electrically-driven mobility (M) by the user is ended, the one electrically-driven mobility (M) is arranged in a standby position.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a system and electric mobility within a facility. [Background technology]

[0002] A known system for such facilities uses multiple electric mobility vehicles, in which a user manually drives one of the vehicles within the facility, and when the user has finished using the electric mobility vehicle, the electric mobility vehicle automatically drives to a waiting location. See, for example, Patent Document 1. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-144167 Summary of the Invention [Problem to be solved by the invention]

[0004] Although the concept of the above service exists, users of electric mobility vehicles vary in age, physical condition, language, common sense, etc. For this reason, it is difficult to provide such services stably within a facility.

[0005] In view of the above circumstances, there is a demand for a system and electric mobility within a facility that can stably provide services using multiple electric mobility within the facility. [Means for solving the problem]

[0006] A first aspect of the present invention is a system within a facility comprising a plurality of electric mobility vehicles and a server storing information about the plurality of electric mobility vehicles, wherein a user operates one of the plurality of electric mobility vehicles within the facility, thereby moving the one electric mobility vehicle, and when the user has finished using the one electric mobility vehicle, the one electric mobility vehicle moves to a waiting location by automatic driving, wherein information about the user's use of the one electric mobility vehicle is stored in the management data of the server, and each electric mobility vehicle is provided with at least one of an occupancy sensor in the seat unit of the electric mobility vehicle and a usage sensor in a luggage rack.

[0007] A second aspect of the present invention is a system within a facility that includes a plurality of electric mobility vehicles, in which a user operates one of the plurality of electric mobility vehicles within the facility, thereby moving the one electric mobility vehicle, and when the user has finished using the one electric mobility vehicle, the one electric mobility vehicle moves to a waiting location by automatic driving, wherein each electric mobility vehicle is provided with at least one of an occupancy sensor in a seat unit of the electric mobility vehicle and a usage sensor in a luggage rack, and a control device of the one electric mobility vehicle uses the detection results of at least one of the occupancy sensor and the usage sensor to determine when the user has finished using the one electric mobility vehicle.

[0008] A third aspect of the present invention is an electric mobility comprising wheels, a motor for driving the wheels, and at least one of an occupancy sensor of a seat unit and a usage sensor of a luggage rack, wherein in a user usage state in which the occupancy sensor detects a user's seating and / or a luggage on the luggage rack is detected by the usage sensor, the electric mobility is controlled in an automatic driving mode or a manual driving mode based on input to an operation unit provided on the electric mobility, and when the motor is controlled by automatic driving or input to a predetermined remote control device in at least one of a state in which the user's seating is not detected by the seating sensor and a state in which the luggage on the luggage rack is not detected by the usage sensor, at least one of sudden stopping of the electric mobility, sudden deceleration of the electric mobility, sudden acceleration of the electric mobility, reduction of the minimum turning radius of the electric mobility, and increase of the maximum speed of the electric mobility is performed, which is not performed in the user usage state. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic diagram of a system within a passenger terminal T according to one embodiment of the present invention. [Figure 2] FIG. 1 is a perspective view of an electric mobility vehicle used in the present embodiment. [Figure 3] FIG. 2 is a partially exploded cross-sectional view of the electric mobility device of the present embodiment. [Figure 4] FIG. 2 is a bottom view of the electric mobility of the present embodiment with the seat unit, cover, etc. removed. [Figure 5] FIG. 2 is a block diagram of a control unit of the electric mobility device according to the present embodiment. [Figure 6] FIG. 2 is a perspective view of a seat unit of the electric mobility of the present embodiment. [Figure 7] FIG. 1 is a plan view of an electric mobility vehicle according to an embodiment of the present invention. [Figure 8] FIG. 2 is a block diagram of a management server used in the present embodiment. [Figure 9]10 is a time table showing an example of management data according to the present embodiment. [Figure 10] 10 is a flowchart illustrating an example of operation of the present embodiment. [Figure 11] 10 is a flowchart illustrating an example of operation of the present embodiment. [Figure 12] 10 is a flowchart illustrating an example of operation of the present embodiment. [Figure 13] 10 is a flowchart illustrating an example of operation of the present embodiment. [Figure 14] 10 is a flowchart illustrating an example of operation of the present embodiment. [Figure 15] 10 is a flowchart illustrating an example of operation of the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] A system in an airport (facility) according to one embodiment of the present invention will be described below with reference to the drawings. As shown in Fig. 1, the system includes a plurality of electric mobility vehicles M arranged within a passenger terminal T of an airport, and a server 100, which is a management server that manages the plurality of electric mobility vehicles M. The server 100 does not have to be arranged within the airport.

[0011] First, a brief description will be given of the electric mobility vehicle M of this embodiment, which is ridden by one person. Note that in this system, it is also possible to use an electric mobility vehicle different from the electric mobility vehicle M of this embodiment. As shown in Figures 2 to 4, this electric mobility vehicle comprises a pair of front wheels (wheels) 10, a pair of rear wheels (wheels) 20, a mobility body 30 supported by the front wheels 10 and rear wheels 20, and a seat unit S attached to the mobility body 30. Wheels other than the front wheels 10 and rear wheels 20 may be provided, and the number of front wheels 10 and rear wheels 20 may be other than those described above. Also, one of the front wheels 10 and rear wheels 20 may be absent. The mobility body 30 has a motor MT for driving at least one of the pair of front wheels 10 and the pair of rear wheels 20.

[0012] In the following description of this embodiment, the vehicle longitudinal direction shown in Figures 3 and 4 may be referred to as the longitudinal direction, and the vehicle width direction shown in Figures 3 and 4 may be referred to as the width direction or the left-right direction. Note that the vehicle longitudinal direction and the front-rear direction of the electric mobility M and the mobility main body 30 coincide with each other, and the vehicle width direction and the width direction of the electric mobility M and the mobility main body 30 coincide with each other.

[0013] In this embodiment, the pair of rear wheels 20 are each connected to a motor MT, and each motor MT drives the corresponding rear wheel 20. The driving force of each motor MT may be transmitted to the corresponding front wheel 10 by a power transmission means. The power transmission member may be a belt, a gear, or the like.

[0014] Each front wheel 10 has a hub 14 attached to an axle 11 and a plurality of roller support shafts (not shown) supported by the hub 14, and the plurality of rollers 13 are each rotatably supported on the roller support shafts. The hub 14 may be attached to the axle 11 using a bearing or the like, or the hub 14 may be attached to the axle 11 using a buffer member, intermediate member, or the like.

[0015] Each roller 13 rotates around the axis of the corresponding roller support shaft. In other words, each front wheel 10 is an omnidirectional wheel that moves in all directions relative to the running surface. In this embodiment, each rear wheel 20 has an axle (not shown), a hub 21 attached to the axle, and an outer peripheral member 22 provided on the outer periphery of the hub 21 and having an outer peripheral surface formed using a material with rubber-like elasticity, but an omnidirectional wheel may be used similarly to the front wheel 10. In this case, the front wheel 10 is not an omnidirectional wheel but a normal wheel. The axle of the rear wheel 20 may be common with the main shaft of the motor MT.

[0016] The structure of the mobility body 30 can be modified as needed. In this embodiment, it has a base part 32 that extends along the ground, and a seat support part 33 that extends upward from the rear end side or the center part of the base part 32. A seat unit S is attached to the upper end side of the seat support part 33. The base portion 32 of this embodiment has a plastic cover portion 32b that at least partially covers a metal base frame 32a shown in Fig. 4. The cover portion 32b is used as a portion on which the driver (user) sitting in the seat unit S places his / her feet, a portion on which luggage is placed, etc.

[0017] In this embodiment, the seat unit S has a backrest portion 40 and a seat surface portion 50. The backrest portion 40 extends upward from the rear end of the seat surface portion 50. A cushion 51 of the seat surface portion 50 is removable, and when the cushion 51 is removed, the upper surface of the seat support portion 33 and / or a lower structure 52 of the seat surface portion 50 are exposed.

[0018] A battery storage section 34 extending in the vertical direction is formed in the seat support section 33, and a battery BA having a longitudinal direction in the vertical direction is stored in the battery storage section 34. A connector 34a is provided inside the battery storage section 34, and when the battery BA is stored in the battery storage section 34, a connector (not shown) of the battery BA is connected to the connector 34a. Note that an operator can access the battery BA for replacement, etc. by removing the cushion 51 of the seat surface section 50.

[0019] As shown in FIG. 3, an occupancy sensor 53 is provided at the upper end of the seat support portion 33 as part of the lower structure 52 of the seating surface portion 50. In this embodiment, the occupancy sensor 53 has a flexible member 54 supported at the upper end of the seat support portion 33 and a detection device 55 arranged below the flexible member 54. The detection device 55 is a switch, a pressure sensor, or the like. In this embodiment, the detection device 55 is a switch. The detection device 55 may also be a deflection sensor attached to the flexible member 54. In this way, the detection device 55 may be any device that can detect the deflection of the flexible member 54.

[0020] In this embodiment, a switch is pressed when a part of the flexible member 54, for example, the central part, is elastically deformed downward, and when the switch is pressed, a predetermined signal (current) or the like is transmitted to the control device 80, which will be described later. Furthermore, when the cushion 51 is placed on the flexible member 54 and a passenger (user) sits on the cushion 51, a part of the flexible member 54 is elastically deformed to press the switch, and the control device 80 recognizes that the passenger is sitting on the seat portion 50.

[0021] The sensitivity of the seating sensor 53 can be set in various ways by setting the amount of deflection of the flexible member 54 in response to a load. For example, when an object weighing about 500 g is placed on the cushion 51, the flexible member 54 may be elastically deformed to press the switch. In this embodiment, the flexible member 54 includes an extension portion 54a that extends in the vehicle longitudinal direction and the vehicle width direction, and support portions 54b that support ends of the extension portion 54a. Specifically, the plurality of support portions 54b extend downward from both ends of the extension portion 54a in the longitudinal direction, and the extension portion 54a is supported by the plurality of support portions 54b on the upper end of the seat support portion 33. Providing the flexible member 54 and the detection device 55 on the seat support portion 33 side reduces the effect that handling of the cushion 51 and the attachment state of the cushion 51 have on the detection sensitivity of the detection device 55.

[0022] The flexible member 54 may be provided at the bottom of the cushion 51. The extension portion 54a of the flexible member 54 may be provided at the bottom of the cushion 51, and the support portion 54b of the flexible member 54 may be provided at the upper end of the seat support portion 33. In this case, the extension portion 54a and the support portion 54b are made separately. In this case, the seating sensor 53 is provided on both the cushion 51 of the seating surface portion 50 and the lower structure 52. The flexible member 54 and the detection device 55 may also be provided on the cushion 51. In this case, the seating sensor 53 is provided on the cushion 51 of the seating surface portion 50. Alternatively, another type of sensor that detects that a passenger has sat on the cushion 51 may be used as the seating sensor 53.

[0023] The seat unit S has a right control arm 43 and a left control arm 43 . An armrest 43a is fixed to the upper surface of each control arm 43. For example, the driver (user) places both arms on the armrests 43a of the pair of control arms 43. The driver also places both hands on the upper ends of the pair of control arms 43. In this embodiment, both the control arms 43 and the armrests 43a are provided, but only the control arms 43 or only the armrests 43a may be provided. In this case, the driver can place at least one of their arms and hands on the control arms 43, or at least one of their arms and hands on the armrests 43a.

[0024] An operating unit 44 having an operating lever 44a is provided at the upper end of the right control arm 43 or armrest 43a. When no force is applied, a biasing member (not shown) disposed within the operating unit 44 positions the operating lever 44a in a neutral position.

[0025] A signal corresponding to the direction and amount of displacement of the operating lever 44a is transmitted from the operating section 44 to a control unit 60, which will be described later, and the control unit 60 controls each motor MT according to the received signal.

[0026] A setting unit 45 for configuring various settings related to the electric mobility is provided at the top end of the left control arm 43 or armrest 43a. Examples of the various settings include setting the maximum speed, setting the driving mode, and setting the lock of the electric mobility. The setting unit 45 is provided with a plurality of operation buttons, a display device, etc. 2, the electric mobility M is provided with a display device 200 that protrudes upward from the upper end surface of the left control arm 43. The display device 200 is supported on the left control arm 43 by a support member 210 that extends upward from the upper end surface of the left control arm 43.

[0027] The display device 200 is, for example, a tablet computer, but may be any other known display device. Information is transmitted from the control device 80 to the display device 200 via a wired or wireless connection, and the display device 200 displays the received information. This information includes, for example, at least one of information on the traveling speed of the electric mobility M, information on the state of the battery BA, information on the position of an obstacle detected by a sensor such as the stereo camera 90, information on the result of a determination as to whether or not the obstacle will be an obstacle to traveling, map information, and information on the traveling route. In addition, the display device 200 is equipped with input means such as a touch screen function, and information input to the display device 200 is transmitted to the control device 80.

[0028] As shown in FIG. 5, the control unit 60 includes a motor driver 70 that drives each motor MT, and a control device 80. The motor driver 70 is connected to a battery BA. The motor driver 70 is also connected to each motor MT, and supplies drive power to each motor MT.

[0029] 5, the control device 80 has a processor 81 such as a CPU, a storage device 82 having non-volatile memory, ROM, RAM, etc., and a transceiver unit 83 that transmits and receives information via wireless communication and wired communication. The storage device 82 stores a driving control program 82a for controlling the electric mobility M. The processor 81 operates based on the driving control program 82a, and transmits drive signals for driving each motor MT to the motor driver 70 based on signals from the operation unit 44 and the setting unit 45.

[0030] Stereo cameras (sensors) 90 are attached to the upper ends of the right and left control arms 43, respectively. If no control arms 43 are provided, the stereo cameras 90 may be provided on the front ends of the armrests 43a. As shown in FIG. 6, each stereo camera 90 includes a pair of lens units 91 and a camera body 92 that supports the pair of lens units 91. Note that in FIG. 6, the cover has been removed to show the internal structure of the stereo cameras 90, and the seat unit S and other components are also schematically depicted.

[0031] A pair of imaging elements 93 (FIG. 5) are provided inside the camera body 92, and each pair of imaging elements 93 corresponds to a pair of lens units 91. Each imaging element 93 is a well-known sensor such as a CMOS sensor. Each imaging element 93 is connected to the control device 80. As an example, the detection range DA1 of each stereo camera 90 is in front of the electric mobility M and outside the front wheels 10 in the width direction (FIG. 7).

[0032] A luggage rack 42 is provided at the rear end of the mobility body 30 or on the back side of the seat unit S. In this embodiment, the luggage rack 42 is supported by the rear end of the mobility body 30 and the back of the seat unit S, as shown in FIGS. 2 and 3 . The luggage rack 42 has a pair of frames 46 that extend in the vertical direction along the backrest 40. The pair of frames 46 also support the backrest 40. This structure is useful for making the electric mobility M compact in the longitudinal direction.

[0033] The luggage rack 42 has a pair of lower frames 47 each extending rearward from the lower end of the frame 46, and a back frame 48 connecting the pair of lower frames 47 to each other and extending upward from the pair of lower frames 47. The pair of lower frames 47 are supported by, for example, the mobility body 30. The luggage rack 42 also has a lower plate 47a supported by the pair of lower frames 47, and a back plate 48a extending from the rear end of the lower plate 47a to near the upper end of the back frame 48. The lower plate 47a and the back plate 48a may be integral with each other.

[0034] As shown in FIG. 3 , a LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) 95 is attached to the rear end of the mobility body 30 or below the luggage rack 42. In this embodiment, the LiDAR 95 scans a detection range DA2 in FIG. 7 with laser light and detects the laser light that bounces off an object. Using the detection result, the control device 80 detects a detection target within the detection range DA2, which is located outside and behind the electric mobility M in the width direction. The detection target may be, for example, an obstacle, a person, an animal, or a plant. The obstacle may be, for example, a wall, a large stone, or a step. In another example, the LiDAR 95 may detect a detection target such as a step, hole, or groove into which the rear wheel 20 may fall or get stuck. Furthermore, the detection of the detection target is performed by each stereo camera 90 across the detection range DA1 in FIG. 7 .

[0035] Note that other stereo cameras may be provided to detect targets behind and to the sides of the electric mobility M, or other sensors such as known radar or millimeter-wave sensors that can detect targets may be provided. Furthermore, other sensors such as LiDAR, radar, or millimeter-wave sensors may be provided instead of the stereo cameras 90 to detect targets outside and in front of the front wheels 10 of the electric mobility in the width direction.

[0036] The processor 81 of the control device 80 operates based on an avoidance control program 82b and an autonomous driving program 82c stored in the storage device 82. The control device 80 processes the parallax image of the stereo camera (sensor) 90 to create a distance image. The control device 80 then detects the detection target in the distance image. The control device 80 performs known self-location estimation using the detection results of the GPS receiver, odometer, stereo camera 90, LiDAR 95, etc. provided in the electric mobility. Furthermore, the control device 80 can, for example, set a route from a departure point to a destination and perform autonomous driving based on the detection target detected as described above, the map data stored in the storage device 82, and the results of self-location estimation.

[0037] For example, when the detection target is detected within a predetermined range in the detection ranges DA1 and DA2, the control device 80 controls each motor MT with a control command for an avoidance operation and / or activates a notification device. Examples of the avoidance operation include slowing down or stopping the rotation speed of each motor MT (automatic stop function) to avoid the avoidance target, and controlling each motor MT to restrict movement of the electric mobility M toward the avoidance target. An avoidance target is, among the detection targets, an object that is located closer than a predetermined distance (2 m, 1 m, several tens of cm, etc.) to the sensor and is likely to become an obstacle to the traveling of the electric mobility M.

[0038] The system is applicable to various passenger terminals T. As an example, the system will be described using the schematic diagram of the passenger terminal T shown in FIG. 1. In this embodiment, as an example, the electric mobility M is used in the space after security check of the passenger terminal T, but the electric mobility M may also be used in other spaces of the passenger terminal T.

[0039] In passenger terminal T, for example, station (waiting area) 2 is provided near the exit of security screening area 1, and multiple electric mobility vehicles M are arranged in station 2. In addition, a reception counter 3 is provided near station 2, and a computer 4 is installed in reception counter 3. Computer 4 is a well-known computer such as a laptop computer or tablet computer. Computer 4 is connected to server 100 via a communication network, communication line, etc.

[0040] 8, the server 100 has a processor 101 having a CPU, RAM, etc., a storage device 102 having a non-volatile memory, ROM, etc., a display device 103, and a transceiver unit 104 that transmits and receives information via wireless communication and wired communication. The storage device 102 stores management data 102a for managing multiple electric mobility vehicles M. The management data 102a is data for displaying a management table based on the management data 102a on the display device 5 of the computer 4 or the display device 103 of the server 100.

[0041] The management data 102a is data that causes the display device 5, 103 to display, as an example, a management table shown in FIG. 9. The management table shown in FIG. 9 is one aspect of a timetable. The rows of the timetable describe the identification information of multiple electric mobility objects M, and each row displays vehicle information about the corresponding electric mobility object M, a planned use by the user (usage information), a usage situation by the user (usage information), etc. The planned use is displayed in a time axis area in which the time axis of the timetable is described. In this embodiment, the usage situation is also displayed in the time axis area.

[0042] In the example shown in FIG. 9, electric mobility M numbered 1 has been reserved by user B from 10:30 to 12:00. Furthermore, electric mobility M numbered 2 has no reservations during the time period shown in FIG. 9. The reservation status of each electric mobility from number 3 onwards is also displayed. These reservation statuses are examples of the planned use.

[0043] Furthermore, in Fig. 9, electric mobility M numbered 1 has been in use by user A since 8:00. This is displayed in Fig. 9 as an example of the usage status. In Fig. 9, electric mobility M numbered 3 has been used by user C and is in the process of returning to station 2 by autonomous driving, as will be described later. In this case, as an example of the usage status, Fig. 9 displays that electric mobility M numbered 3 has been used.

[0044] Additionally, outside the time axis area of the timetable, vehicle information such as the charge state of the battery BA, the driving state of the electric mobility M, the detection state of the seating sensor 53 attached to the electric mobility M, and the presence or absence of luggage on the luggage rack 42 are displayed. As the driving state, whether the vehicle is being driven manually, whether the vehicle is being driven manually and stopped, whether the vehicle is being driven automatically, whether the vehicle is being driven automatically and stopped, etc. As another example, whether the driving state is being driven manually or automatically is displayed.

[0045] 3, an occupancy sensor (visual sensor) 49 is attached to the upper end of the luggage rack 42 so that at least the upper surface of the lower plate 46 of the luggage rack 42 is within its field of view (detection range). A two-dimensional camera, a three-dimensional camera, a three-dimensional distance sensor, or the like can be used as the occupancy sensor 49. A luggage presence / absence determination program 82d is stored in the control device 80. The control device 80 operates based on the luggage presence / absence determination program 82d, and uses image data obtained by the occupancy sensor 49 to determine whether or not luggage is present on the luggage rack 42.

[0046] Instead of a visual sensor, other sensors such as an object detection sensor, a load sensor, or a known radar sensor may be provided as the utilization sensor 49. The object detection sensor may be a known photoelectric sensor or the like, and the load sensor may be a known pressure sensor or the like. In these cases, the control device 80 determines whether or not there is baggage on the baggage rack 42 based on the detection results of the object detection sensor, load sensor, radar sensor, etc. As the state of whether or not there is luggage, the determination result as to whether or not there is luggage on the luggage rack 42 is displayed on the timetable shown in FIG.

[0047] As shown in Figure 9, the amount of electricity consumed by the use of electric mobility M numbered 1 that is currently in use may be calculated, and based on the results of the calculation, the predicted charge state of battery BA when electric mobility M numbered 1 returns to station (waiting location) 2 may be displayed.

[0048] In one example, the system configured as above is operated as follows. The system of this embodiment can be broadly divided into a preparation step (step S1), an allocation step (step S2), a training step (step S3), a driving step (step S4), an automatic return step (step S5), and a post-processing step (step S6). Depending on the situation and requirements, some of steps S1 to S6 may not be performed.

[0049] In step S1, for example, as shown in Fig. 10, the service provider goes to a space such as a warehouse where electric mobility vehicles M are stored (step S1-1) and checks the status of each of the electric mobility vehicles M (step S1-2). In addition, the main switch of each stopped electric mobility vehicle M is turned ON to enable it to travel (step S1-3). In this state, the software of the control device 80 of each electric mobility vehicle M is locked so that it will not operate even if the operation unit 44 is operated.

[0050] Next, the service provider removes the physical locks on each electric mobility M, such as wires (step S1-4), and releases the brakes on each electric mobility M (step S1-5).The service provider also moves the electric mobility M to station 2 (step S1-6) and applies the brakes on each electric mobility M (step S1-7).

[0051] In step S2, as shown in FIG. 11 for example, the service provider receives a request to use electric mobility M and information from a user who wishes to use electric mobility M (step S2-1). The user may be a person who has made the request (reservation of use) including the date and time to use electric mobility M in advance by telephone, online system, etc., or a person who has made the request including the date and time to use electric mobility M at the reception counter 3. Examples of the information include information written on a boarding pass, the user's name, the user's telephone number, etc. The information received may include information about the user's body, information about the user's gender, information written on the user's passport, etc., but it is preferable to receive as little information as possible from the user.

[0052] Next, the service provider explains what can and cannot be done using the electric mobility M, etiquette, prohibited actions, etc., and confirms whether the user agrees (step S2-2). If step S2-1 is performed using an online system, part or all of step S2-2 may be performed on the online system. Note that steps S2-1 and S2-2 may be performed in the opposite order or simultaneously.

[0053] The information is input to the computer 4 and / or the server 100 using the input device 4a of the computer 4, etc. At this time, the computer 4 or the server 100 may receive flight information related to the flight from another computer, such as an airport management computer, based on the information printed on the boarding pass. Furthermore, the flight information related to the boarding pass may be updated successively based on information from the airport management computer.

[0054] In this manner, the information is received by the computer 4 (step S2-3). The information input via an online system may be transmitted to the computer 4. The information received by the computer 4 is also received by the server 100. In step S2-3, the computer 4 receives flight information including, in particular, at least one of the flight number, boarding gate, and boarding time printed on the user's boarding pass. Note that the computer 4 is used to operate or use data from the server 100 and can also be considered to be part of the server 100, and therefore, in the following description, the computer 4 will also be described as the server 100.

[0055] Next, the server 100 assigns one of the multiple electric mobility vehicles M to the user based on the date and time of use, the above information, etc. (step S2-4). At this time, the server 100 associates the information with the assigned electric mobility vehicle M. The assignment in step S2-4 may also be performed by the service provider. Next, as necessary, the service provider moves the assigned electric mobility vehicle M from station 2 close to the user (step S2-5) and assists the user in getting on and fastening their seatbelt (step S2-6).

[0056] In step S3, as shown in Fig. 12, for example, the person providing the service performs a predetermined operation on the display device 200, the setting unit 45, etc., and an educational page is displayed on the display device 200 (step S3-1). The predetermined operation is an operation that is not apparent to the user. Next, the server 100 transmits the information of step S2-3 to at least one of the control device 80 and the display device 200 of the electric mobility M (step S3-2), and the electric mobility M and the server 100 share the information.

[0057] Next, at least a part of the information is displayed on the display device 200 (step S3-3), and the user confirms whether the information is correct (step S3-4). The user is also instructed by the service provider and / or an explanation page displayed on the display device 200 on how to end the use of the electric mobility M (step S3-5). The user is also instructed by the service provider and / or an explanation page displayed on the display device 200 on how to receive help from staff, particularly the service provider (step S3-6).

[0058] The user is also educated on how to manually drive the electric mobility M by the service provider and / or an explanation page displayed on the display device 200 (step S3-7). The user is also educated on how to activate the automatic stop function by the service provider and / or an explanation page displayed on the display device 200 (step S3-8).

[0059] In step S4, for example, as shown in FIG. 13, manual driving (operation) by the user is started (step S4-1). In step S4-1, the electric mobility M may start automatic driving based on the operation by the user. In this case, the user sets a destination using the display device 200 or the like. The electric mobility M may also be operated by the user using a combination of manual driving and automatic driving. There are cases where the user heads to a boarding gate corresponding to a flight number, or where the user heads to the boarding gate after stopping at another destination. Meanwhile, the server 100 starts receiving the estimation result of the self-position, the vehicle information, and the like from the electric mobility M (step S4-2).

[0060] When the user needs help, the user performs the operation instructed in step S3-6 on the display device 200, the setting unit 45, etc., and a help signal is transmitted to the server 100 (step S4-3). When the user wishes to end use of the electric mobility M, the user performs the operation instructed in step S3-5 on the display device (intention receiving unit) 200, the setting unit (intention receiving unit) 45, etc., and a use end signal is transmitted to the server 100 (step S4-4). This operation is an operation for the user to input an intention to end use. In one example, the display device 200 displays an intention acceptance button as an intention acceptance unit that accepts an intention to end use. When the display device 200, etc. has a voice input unit as an intention acceptance unit, the user speaks their intention to end use into the display device 200, and the intention to end use is accepted. The intention acceptance button may also be provided on the operation unit 44. When the intention receiving unit receives an input, the server 100 determines that the user has finished using the electric mobility M, and the operation unit 44 switches to an automatic driving mode in which the electric mobility M does not move (step S4-5). Note that, without performing step S4-5, it may be determined that the user has finished using the electric mobility M when it is determined in step S5-1 described below whether or not it is OK to start a return operation.

[0061] 14, for example, the server 100 or the control device 80 determines whether or not it is OK to start the return operation of the electric mobility M in autonomous driving mode (step S5-1). The determination in step S5-1 may be made by the person providing the service, who determines whether or not it is OK to start the return operation of the electric mobility M in autonomous driving mode while looking at the display devices 103, 5, etc. of the server 100, and inputs the determination to the server 100.

[0062] Based on the determination in step S5-1, a return operation is initiated (step S5-2), and the electric mobility M arrives at the return target position, for example, station 2 (step S5-3), and the electric mobility M enters a locked state (step S5-4).

[0063] In step S6, for example, as shown in Fig. 15, the service provider moves multiple electric mobility vehicles M at station 2 to a storage space such as a warehouse (step S6-1). Then, the service provider turns off the main switches of the electric mobility vehicles M that have been moved to the warehouse (step S6-2), and charges the batteries BA of each electric mobility vehicle M as needed (step S6-3). Then, the service provider physically locks the electric mobility vehicles M that have been moved to the warehouse using wires or the like (step S6-4).

[0064] In the above-described operation or other operations, while riding the electric mobility M, the user can operate the display device 200 or the setting unit 45 to have a conversation with the person providing the service via the display device 200. This configuration contributes to a sense of security for the user and to preventing the user from misusing the electric mobility M.

[0065] When the user is using the electric mobility M in the above-mentioned operation or in other operations, the person providing the service can check images captured by the camera 201 provided in the display device 200. The camera 201 may be provided in another part of the electric mobility M, such as the control arm 43, instead of the display device 200. With this configuration, the person providing the service can check the user's condition, which is useful for ensuring the user's safety, checking the user's health, etc.

[0066] In the above-described operation or other operations, if the seat sensor 53 does not detect the user's seating for a certain period of time from when the user starts manual driving of the electric mobility vehicle M until it is determined that the use of the electric mobility vehicle M has ended, the control device 80 may stop the electric mobility vehicle M. The certain period of time is a set time of, for example, one second or more. In this case, the electric mobility vehicle M will not move when an operation is made on the operation unit 44 or the like. This configuration is advantageous in ensuring the safety of the user. It is also advantageous in preventing a third party from using the electric mobility vehicle M without authorization while the user is away. Stop information indicating that the electric mobility vehicle M has been stopped is transmitted to the server 100, and the stop information is reflected in the management data 102a in the server 100.

[0067] As a result, when the management data 102a is displayed on the display devices 103, 5 in the form of the timetable shown in Fig. 9, the service provider can recognize the electric mobility M that has been forcibly stopped. Depending on the situation, the service provider can use information on the location of the electric mobility M, such as the result of estimating its own location, to instruct an operator to head to the location of the electric mobility M in order to assist the user of the electric mobility M that has been forcibly stopped.

[0068] The instruction may be given by the server 100. For example, as shown in FIG. 9, the timetable lists the identification information of multiple operators, and each row displays the work schedule, work status, etc. of the corresponding operator. The server 100 transmits the instruction to the terminal of the selected operator based on at least one of the work schedule and work status of each operator. As shown in FIG. 9, the locations of each electric mobility M and each operator may be shown in the timetable or on a map. The location of each electric mobility M may be a location obtained by the self-estimation, or may be a location measured using a GPS receiver attached to each electric mobility M. The same applies to the location of each operator.

[0069] Here, there may be cases where the user temporarily leaves the seat unit S, for example, to go to the restroom. In this case, the user inputs their intention to temporarily leave the electric mobility M via the display device 200 and the setting unit 45, and temporary leaving information is sent to the server 100, and the temporary leaving information is reflected in the management data 102a in the server 100. When making this input, the touch screen function of the display device 200, the operation units such as buttons in the setting unit 45, the voice input unit of the display device 200, etc. function as input units. When the voice input unit is used, the user speaks words indicating that they will temporarily leave into the display device 200.

[0070] As a result, when the management data 102a is displayed on the display devices 103, 5 in the form of a timetable shown in Fig. 9, the service provider can recognize the electric mobility M that has left temporarily. Depending on the situation, the service provider or the server 100 can use the estimation result of the self-location of the electric mobility M to send an instruction to an operator to head to the location of the electric mobility M in order to confirm the user of the electric mobility M that has left temporarily.

[0071] Furthermore, when the user sits down after temporarily leaving the vehicle, the display device 200 displays a message urging the user to fasten their seat belt. Furthermore, the electric mobility M will not move in response to operation of the operation unit 44 until the user presses the confirmation button in the display device 200. This configuration helps the user to ensure that they fasten their seat belt. Note that when the user sits down after temporarily leaving the vehicle, a notification device provided on the electric mobility M may be used to issue a notification urging the user to fasten their seat belt. A sound generating unit 300 such as a speaker can be used as the notification device.

[0072] In the above-mentioned operation or other operations, if the usage sensor 49 does not detect the presence of luggage on the luggage rack 42 for a certain period of time from when the user starts manual operation of the electric mobility M until it is determined that the use of the electric mobility M has ended, the control device 80 of the electric mobility M performs an alarm operation to notify the user of this fact. The certain period of time is a set time of, for example, one second or more.

[0073] The notification action may be stopping the electric mobility M, reducing the traveling speed of the electric mobility M, displaying a predetermined display on the display device 200, emitting a predetermined sound, or a combination of these. When the electric mobility M is provided with a sound generating unit 300 ( FIG. 5 ) such as a speaker, the predetermined sound will be emitted from the sound generating unit 300. The sound generating unit 300 may be provided in the display device 200. This configuration allows the user to notice that luggage has fallen or is about to fall from the luggage rack 42, and prevents the luggage from being lost due to the luggage falling.

[0074] Furthermore, in the above-mentioned operation or other operations, the detection results by the usage sensor 49 from when the user starts manual driving of the electric mobility M until it is determined that the use of the electric mobility M has ended can be stored for a predetermined period in the memory of the control device 80 or the server 100. The predetermined period can be several weeks, several months, several years, etc. The detection results by the usage sensor 49 from when the user starts manual driving of the electric mobility M until the electric mobility M returns to the waiting location can also be stored in the memory of the control device 80 or the server 100.

[0075] In other words, data continuously detected by the occupancy sensor 49 is stored in memory along with the detection time. This configuration records changes in the detection range of the occupancy sensor 49, which is effective as a measure to prevent baggage loss due to dropped baggage, etc. For example, if the occupancy sensor 49 is a photoelectric sensor, load sensor, radar sensor, etc., changes in the detection results can be seen from the data stored in memory. Also, if the occupancy sensor 49 is a visual sensor and the baggage rack 42 is within its detection range, the status of baggage and other objects placed on the baggage rack 42 can be confirmed later using the data stored in memory. This is extremely advantageous in preventing baggage-related problems.

[0076] Furthermore, in the above embodiment, the occupancy sensor 49 may not only detect objects on the luggage rack 42, but may also detect objects in other luggage storage areas of the electric mobility M and objects on the seat unit S. For example, if a visual sensor serving as the occupancy sensor 49 is supported by a support member such as a pole above the luggage rack 42, the luggage rack 42 and the seat unit S will be within the detection range of the visual sensor. In this case, an image of luggage placed by a user on the seat unit S is also captured by the visual sensor and stored in memory. When the seat unit S is within the detection range of the occupancy sensor 49, the occupancy sensor 49 also functions as a seating sensor 53.

[0077] The luggage rack 42 is disposed on the rear side of the seat unit S, and it is difficult for a user sitting in the seat unit S to see luggage on the luggage rack 42. For this reason, the detection result of the usage sensor 49 may be displayed on the display device 200 from the time the user starts manually driving the electric mobility M until it is determined that the use of the electric mobility M has ended.

[0078] In addition, a play button for displaying the detection results of the occupancy sensor 49 stored in the memory on the display device 200 may be displayed on the display device 200. The play button may be physically provided on the display device 200, or may be provided in the setting unit 45 or the like. By operating the play button, the user can check the movement of luggage placed on the luggage rack 42, the seat unit S, or the like.

[0079] In step S4-5 or step S5-1, a usage end determination is made to determine that the user has finished using the electric mobility M, or a return operation determination is made to determine whether it is OK to start the return operation of the electric mobility M. At this time, the control device 80 or the server 100 may use the detection results of the seating sensor 53 and / or the detection results of the usage sensor 49.

[0080] For example, after the intention accepting unit accepts the user's intention to end use, a usage end determination or a return action determination may be made when a predetermined waiting time has passed since seating sensor 53 no longer detects a user sitting. Alternatively, after the intention accepting unit accepts the user's intention to end use, a usage end determination or a return action determination may be made when a predetermined waiting time has passed since usage sensor 49 no longer detects a user sitting. The predetermined waiting time is, for example, a set time of 10 seconds or more. Using the detection results of seating sensor 53 and usage sensor 49 in this way makes the usage end determination or the return action determination more accurate.

[0081] It is also possible that the user does not input an intention to end use to the intention accepting unit in step S4-5 or step S5-1. Alternatively, it is also possible that the intention accepting unit is not provided in the electric mobility M. In these cases, the control device 80 or the server 100 may use the detection results of the seating sensor 53 and / or the detection results of the use sensor 49 to determine the end of use or the return operation.

[0082] For example, a determination to end use or a determination to return may be made when the departure time of the user's flight has passed and a predetermined waiting time has elapsed since seating is no longer detected by seating sensor 53. Alternatively, a determination to end use or a determination to return may be made when the departure time of the user's flight has passed and a predetermined waiting time has elapsed since seating is no longer detected by seating sensor 49. The predetermined waiting time is, for example, a set time of 10 seconds or more.

[0083] In another example, the control device 80 or the server 100 analyzes an image captured by a visual sensor, which is the occupancy sensor 49. If the control device 80 or the server 100 determines that the user's luggage is not present in the seat unit S, luggage rack 42, etc. for a long period of time, the control device 80 or the server 100 outputs a predetermined sound using the sound generation unit 300, etc. If the user's luggage or the user does not appear in the seat unit S, luggage rack 42, etc. after a predetermined time has passed, the control device 80 or the server 100 determines whether to end use or to perform a return operation. The use termination determination or return operation determination may be made instead of the sound generation unit 300 outputting a predetermined sound.

[0084] In another example, an image captured by a visual sensor, which is the usage sensor 49, is sent to the server 100, and the captured image is displayed on the display device 103, 5, etc. of the server 100. The service provider checks the captured image to determine whether usage has ended or whether the user has made a return motion. At this time, the service provider may refer to the detection result of the seating sensor 53, whether the intention receiving unit has received the user's intention to end usage, etc. The intention may be displayed in the timetable of the management data 102a.

[0085] Furthermore, information indicating that the boarding pass of the user has passed through the boarding gate corresponding to the information printed on the boarding pass may be transmitted from a computer at the boarding gate, an airport management computer, or the like to server 100 or control device 80. After server 100 or control device 80 receives the information indicating that the boarding pass has passed through the boarding gate, it may use the detection results of seating sensor 53 and / or the detection results of usage sensor 49 as described above to determine whether to end use or perform a return operation. Furthermore, the server 100 or the control device 80 may determine the end of use or the return operation based only on the information indicating that the boarding pass has passed through the boarding gate.

[0086] In the above embodiment, after the intention accepting unit accepts the user's intention to end use, the control unit of the display device 200 or the control device 80 may cause the display device 200 to display a predetermined display in order to notify the user of the waiting time until autonomous driving to the waiting location is started. The predetermined display is, for example, a countdown display indicating the time until autonomous driving is started, or the display of an indicator indicating the time until autonomous driving is started. The control device 80 may use the sound generating unit 300 to output a predetermined sound. The predetermined sound is, for example, a countdown sound indicating the time until autonomous driving is started.

[0087] When this configuration is adopted, the user can move to a safe location away from the electric mobility M while being aware of the notified time. Furthermore, when this configuration is adopted, the user can know the time they can spend retrieving luggage, etc. after inputting their intention to end use. Furthermore, even if the user mistakenly inputs their intention to end use, the user will know that they have time to cancel. These features contribute to safe and comfortable use of the electric mobility M.

[0088] In the above embodiment, as an example, when the usage sensor 49 detects the presence of an object such as luggage when the usage end determination or the return operation determination is made, or after the usage end determination or the return operation determination is made, the control device 80 outputs a predetermined sound using the sound generation unit 300. The predetermined sound indicates that an object such as luggage remains on the electric mobility M.

[0089] During the above operation or other operations, when the electric mobility M is autonomously driving and performing a return operation, if the seating sensor 53 detects that something has been placed on or sat on the seat unit S for a certain period of time, the control device 80 stops the electric mobility M. The certain period of time is, for example, a set period of one second or more. This configuration prevents a third party from intentionally or unintentionally placing an object on the seat unit S during a return operation. For example, it is conceivable that a third party may place an object such as luggage on the seat unit S without much thought when the electric mobility M is temporarily stopped during a return operation. If the electric mobility M stops moving in this case, unnecessary trouble can be prevented.

[0090] In the above-mentioned operation or other operations, when the electric mobility M is performing a return operation under autonomous driving, the electric mobility M may perform an announcing operation to notify that it is moving under autonomous driving toward a waiting location. As the announcing operation, the control device 80 may emit a sound from the sound generating unit 300 indicating that a return operation is being performed. As the announcing operation, the control device 80 may also turn on the light emitting unit 400, a warning light, or the like provided on the electric mobility M. In these cases, it becomes easier for people in the vicinity to notice that the electric mobility M is performing autonomous driving, which leads to the prevention of unnecessary trouble.

[0091] In the above-described operation and other operations, the user may wear or carry the identification element ID from the time the user starts manually driving the electric mobility M until it is determined that the use of the electric mobility M has ended. Information about the identification element ID may be displayed in a timetable in the management data 102a. The identification element ID may be a card, bracelet, helmet, hat, ear microphone, or the like having an identifier. The card may be attached to the user's clothing or may be hung around the user's neck. The identifier may be a beacon, RFID tag, GPS receiver, or the like. In this embodiment, the identifier is a beacon, and the control device 80 stores a position determination program 82e that determines the position of the corresponding identification element ID. Determining the position also includes detecting the distance between the corresponding identification element ID and the electric mobility M. In other words, the distance between the identification element ID and the electric mobility M can also be considered the position of the identification element ID relative to the electric mobility M.

[0092] In this embodiment, a plurality of identification element IDs are prepared at the reception counter 3, and the plurality of identification element IDs are associated with a plurality of electric mobility vehicles M, respectively. For example, the user carries the identification element ID with him / her until he / she gets on the electric mobility vehicle M or when he / she gets on the electric mobility vehicle M.

[0093] In one example, the control device 80 determines the position according to the strength of the signal from the identification element ID received by the transceiver 83. In another example, the control device 80 determines the position of the identification element ID relative to the electric mobility M using the strength of the signal from the identification element ID received by the transceiver 83 and the strength of the signal from the identification element ID received by other beacon receivers in the facility. When the identification element ID is a GPS receiver, the control device 80 receives a measurement result of the position of the identification element ID from the GPS receiver, and determines the relative position between the measurement result and the current position of the electric mobility M as the determination result.

[0094] The server 100 may receive a location measurement result from an identification element ID of a GPS receiver or the like, and determine the location from the identification element ID for the electric mobility M based on the measurement result and the self-location of the electric mobility M. The self-location may be estimated by the control device 80 or the like.

[0095] For example, when the control device 80 determines that the identification element ID has moved away from the electric mobility object M by a predetermined distance or more, the control device 80 stops the electric mobility object M. A similar determination result from the server 100 may be transmitted to the control device 80, which then stops the electric mobility object M. In this case, the electric mobility object M cannot be moved by operating the operation unit 44 or the like. This configuration is advantageous in terms of ensuring the safety of the user. It is also advantageous in terms of preventing a third party from using the electric mobility object M without authorization while the user is away.

[0096] Furthermore, distance information indicating that the identification element ID has moved away from the electric mobility M by a predetermined distance or more is transmitted to the server 100, and the distance information is reflected in the management data 102a in the server 100. As a result, when the management data 102a is displayed on the display devices 103, 5 in the form of a timetable shown in Fig. 9, the person providing the service can recognize the electric mobility M corresponding to the distance information. The distance information may include information on the distance between the electric mobility M and the identification element ID.

[0097] Depending on the situation, the service provider can use information on the location of the electric mobility vehicle M, such as the result of estimating its own location, to instruct the operator to head to the location of the electric mobility vehicle M in order to assist the user of the electric mobility vehicle M corresponding to the distance information. As in the case of the forced stop, the instruction to the operator may be given by the server 100. In determining whether to give the instruction, the service provider or the server 100 may take into account the location information of the electric mobility vehicle M.

[0098] Furthermore, the control device 80 or the server 100 may use the result of determining the position of the identification element ID for the electric mobility M to determine whether to end use or perform a return operation. In one example, after the intention accepting unit accepts the user's intention to end use, a use end judgment or a return operation judgment is made using the determination result of the position of the identification element ID for the electric mobility M. For example, after the intention accepting unit accepts the user's intention to end use, if a state in which the position of the identification element ID for the electric mobility M is separated by a predetermined distance or more continues for a certain period of time, a use end judgment or a return operation judgment is made.

[0099] It is also possible that the user does not input an intention to end use to the intention accepting unit in step S4-5 or step S5-1. Alternatively, it is also possible that the intention accepting unit is not provided in the electric mobility M. In these cases, the control device 80 or the server 100 may make a use end determination or a return operation determination when a predetermined waiting time has elapsed while the position of the identification element ID relative to the electric mobility M is at a distance greater than a predetermined distance.

[0100] For example, a decision to end use or to perform a return operation may be made when the departure time of the user's flight has passed and a predetermined waiting time has elapsed while the position of the identification element ID relative to the electric mobility M is more than a predetermined distance away. In addition, after the server 100 or the control device 80 receives information indicating that the boarding pass has passed through the boarding gate, a decision to end use or to perform a return operation may be made using the results of determining the position of the identification element ID for the electric mobility M, as described above.

[0101] Furthermore, each boarding gate may be provided with an identification element input unit 500 into which information indicating that an identification element ID has been returned by a user is input (FIG. 1). In one example, the identification element input unit 500 is a computer operated by an airport staff member or the like to which the user has given the identification element ID. In another example, the identification element input unit 500 may be a device having a box for storing the identification element ID, and automatically inputting information indicating that the identification element ID has been returned when the identification element ID is placed in the box. In another example, the identification element input unit 500 may be a device having an antenna for detecting when the identification element ID has passed through a boarding gate, and automatically inputting information indicating that the identification element ID has been returned when the identification element ID has passed through the corresponding boarding gate.

[0102] In this case, the control device 80 or the server 100 can use the information received from the identification element input unit 500 to determine whether to end use or perform a return operation. As described above, using the identification element ID can reduce the amount of information received from the user in step S2-1, which simplifies the procedures for using the electric mobility M and is also preferable from the perspective of protecting the user's personal information. Furthermore, by having the user carry the identification element ID, it becomes easier for people around to identify the user of the electric mobility M. For example, when the user temporarily leaves the electric mobility M to go shopping at a store or to use the restroom, people around can identify the user of the electric mobility M.

[0103] The service using the electric mobility M may be provided in a facility other than the passenger terminal T. For example, the service may be provided in a facility such as a hospital or a train station. In the above operation, multiple waiting locations may be provided. For example, waiting locations may be provided at locations corresponding to each gate. Furthermore, when the user has finished using the vehicle, the electric mobility M may find a location where it can wait, and use that location as the waiting location. An example of such a waiting location is a space next to a wall.

[0104] In the above operation, the information received by the server 100 may be received by the control device 80 of each electric mobility M. In this case, management data 102a may be stored in the storage device 82 of the control device 80. The management data 102a stores information such as usage schedule, usage status, and vehicle information related to the electric mobility M.

[0105] Instead of step S2-1, the request to use the electric mobility M and the information may be received by the control device 80 of each electric mobility M. For example, the request and information from the user may be transmitted to the control device 80 via the server 100, another computer, or the like. The request and information may be input to the display device 200, setting unit 45, or the like of the electric mobility M. In this case, step S2-2 is performed using the display device 200.

[0106] Instead of step S2-3, the user may input information using the display device 200 and setting unit 45 of the electric mobility M to be used, and the information may be accepted by the control device 80. In this case, step S2-4 may be omitted, and step S2-5 may also be omitted.

[0107] Furthermore, step S3-1 is performed by the display device 200. Step S3-2 can be omitted. Furthermore, steps S3-3 to S3-8 are performed using the display device 200.

[0108] Subsequently, the steps S4-1 to S4-3 are performed, and instead of the step S4-4, a use end signal is received by the control device 80. Then, the use end determination or the return operation determination is performed by the control device 80. The control device 80 performs the use end determination or the return operation determination in the same manner as when the server 100 performs it.

[0109] When a determination is made to end use or to perform a return operation, the control device 80 automatically drives the electric mobility M to a waiting location. When a determination is made to end use or to perform a return operation, a location where the electric mobility M can wait may be found, and the location may be set as the waiting location.

[0110] In the above embodiment, after the determination to start a return operation (return operation determination) has been made as described above and / or after the determination that the user has finished using the electric mobility M (use end determination), when the control device 80 stops each motor MT to avoid an object to be avoided based on the automatic driving program 82c, the electric mobility M may be stopped more suddenly than when the electric mobility M is being used by a user (when the electric mobility M is being used by a user). A sudden stop refers to a braking distance, braking time, etc. that are shorter than when the electric mobility M is being used by a user. For example, when the electric mobility M is traveling at a speed of 3.5 km / h, 4 km / h, etc. in both cases, a sudden stop can be considered to have occurred if at least one of the braking distance and braking time from 3.5 km / h to a stop is two-thirds or less of that when the electric mobility M is being used by a user.

[0111] For example, the control device 80 sets a target speed of the motor MT for each control period, such as 0.1 seconds, and stops the electric mobility M by reducing the target speed for each control period by a predetermined value. In this case, to perform the sudden stop, the control device 80 increases the predetermined value or shortens the period. That is, in the above-mentioned case, the electric mobility M reduces its speed and stops by controlling the rotational speed of the motor MT. Alternatively, if the electric mobility M is provided with a physical brake, the sudden stop may be performed using the brake.

[0112] Furthermore, in the above embodiment, after the return operation determination and / or use termination determination have been made as described above, when the control device 80 reduces the speed of the electric mobility M to a predetermined low speed by reducing the rotational speed of each motor MT based on the automatic driving program 82c in order to avoid an object to be avoided, the electric mobility M may be decelerated more rapidly than when the electric mobility M is being used by a user (when the electric mobility M is being used by a user). Rapid deceleration refers to a shorter braking distance, braking time, etc. required to reach the predetermined low speed compared to when the electric mobility M is being used by a user. For example, when the electric mobility M is traveling at a speed of 3.5 km / h, 4 km / h, etc. in both cases, rapid deceleration can be seen when at least one of the braking distance and braking time required to reach a low speed from 3.5 km / h to 0.5 km / h is two-thirds or less of that required when the electric mobility M is being used by a user.

[0113] The above configuration enables the electric mobility M to move quickly to the waiting location. This contributes to reducing waiting times for users and is useful for providing stable services using multiple electric mobility vehicles within a facility. As described above, the sudden stop or sudden deceleration is permitted when the seating sensor 53 detects that the user is not seated. Therefore, a situation where a seated user becomes unstable due to a sudden stop or sudden deceleration does not occur. Also, as described above, the sudden stop or sudden deceleration is permitted when the occupancy sensor 49 does not detect any luggage on the luggage rack 42. Therefore, a disadvantage to the user, such as luggage dropping due to a sudden stop or sudden deceleration, does not occur. Furthermore, it is more preferable that the sudden stop or sudden deceleration is permitted when the seating sensor 53 detects that the user is not seated and the usage sensor 49 detects that no luggage is on the luggage rack 42.

[0114] As described above, a visual sensor such as the occupancy sensor 49, whose detection range includes the seat unit S, may be used as the seating sensor 53. Therefore, the camera 201 of the display device 200, whose detection range includes the seat unit S, may be used as the seating sensor 53.

[0115] In addition, when stopping or slowing down the electric mobility M at other times, not just when avoiding an avoidance target, it is also possible to shorten the braking distance, braking time, etc. compared to when the electric mobility M is being used by a user.

[0116] For example, a configuration may be adopted in which the control device 80 controls each motor MT based on input to a remote control device 600 ( FIG. 5 ) that wirelessly communicates with the control device 80. When an operator (such as a caregiver) operates the remote control device 600 to stop or decelerate the electric mobility vehicle, the braking distance, braking time, etc. may be shortened compared to when the electric mobility vehicle is used by a user. The remote control device 600 may be a tablet computer, a portable computer, or the like. The portable computer may be, for example, a mobile phone (smartphone) with predetermined application software installed, and the mobile phone functions as the remote control device 600. In such cases, for example, an input screen on the display device of the remote control device 600 may display an input screen on which the traveling direction and traveling speed of the electric mobility vehicle M can be specified. One example of the input screen is a diagram of a joystick. In this embodiment, a diagram of a controller such as a joystick is displayed on the mobile phone (smartphone) with predetermined application software installed. The operator operates the displayed joystick to input the traveling direction and traveling speed of the electric mobility vehicle M, and the control device 80 controls each motor MT based on the input.

[0117] When this configuration is adopted, sudden stops or sudden deceleration based on joystick operation may be permitted in a state where the seating sensor 53 detects that the user is not seated and / or the usage sensor 49 detects that no luggage is on the luggage rack 42. This reduces the travel time of the electric mobility M to its destination when there is no user or luggage on the electric mobility M, contributing to reducing waiting times for users, etc.

[0118] It is also possible to switch between a state in which sudden stopping or sudden deceleration is permitted and a state in which it is not permitted by the remote control device 600. In this case, the control mode of the control device 80 is switched between a permissive state in which sudden stopping or sudden deceleration is permitted and a non-permissive state in which it is not permitted, based on a signal from the remote control device 600. In this case, it is also possible to switch between the permissive state and the non-permissive state based on a signal from the remote control device 600, regardless of the detection results of the seating sensor 53 and the usage sensor 49. By adopting these configurations, it is possible to further shorten the travel time of the electric mobility M to its destination, contributing to reducing waiting times for users, etc.

[0119] Furthermore, in the above embodiment, after the return operation determination and / or use termination determination have been made as described above, when the control device 80 causes the electric mobility M to perform the return operation in the automatic driving mode based on the automatic driving program 82c, it is also possible to set the minimum turning radius of the electric mobility M to 2 / 3 or less of the minimum turning radius when the user is using the electric mobility M in the automatic driving mode (when the user is using automatic driving). The minimum turning radius is the minimum turning radius allowed in each of the automatic driving modes in both cases. This configuration enables the electric mobility M to move more quickly to a waiting location. Note that when the electric mobility M ideally rotates on a flat surface, the turning radius is 0 cm or close to 0 cm. Furthermore, after switching to the permissible state by input to the remote control device 600, it is also possible to set the minimum turning radius of the electric mobility M to 2 / 3 or less of the minimum turning radius when the user is using the electric mobility M in automatic driving mode (when the user is using automatic driving).

[0120] Changing the driving mode of the electric mobility vehicle M, such as allowing sudden stops of the electric mobility vehicle M, allowing sudden deceleration of the electric mobility vehicle M, or reducing the minimum turning radius of the electric mobility vehicle M in autonomous driving mode, can speed up the movement of the electric mobility vehicle M to a waiting location, but similar effects can be achieved by changing other driving modes. For example, as with sudden stops and sudden deceleration, allowing sudden acceleration of the electric mobility vehicle M or increasing the maximum speed of the electric mobility vehicle M can be achieved. Sudden acceleration refers to shortening the distance, time, etc. required for the electric mobility vehicle M to reach a predetermined speed (e.g., 3.5 km) compared to when the electric mobility vehicle M is being used by a user. For example, sudden acceleration can be considered when at least one of the distance and time required to accelerate the electric mobility vehicle M from 0 km / h to 3.5 km / h is two-thirds or less of that required when the electric mobility vehicle M is being used by a user. [Explanation of symbols]

[0121] 4. Computer 5 Display device 10 Front wheels 20 Rear wheel (wheel) 30 Mobility body 33 Seat support 50 Seat part 42 Luggage rack 44 Control section 45 Setting section (intention receiving section) 49 Sensors Used 51 Cushion 52 Substructure 53 Seat sensor 54 Flexible member 55 Detection equipment 60 Control Unit 80 Control device 81 processors 82 Storage device 82b Avoidance Control Program 82c Autonomous Driving Program 82d Luggage Presence Detection Program 82e Position Determination Program 100 servers 102 Storage device 102a Management Data 200 Display device (intention receiving unit) 300 Sound generation unit 400 Light-emitting part 500 Identification element input section 600 Remote Control Device M Electric Mobility S seat unit T Passenger Terminal

Claims

1. A system within a facility, comprising a plurality of electric mobility vehicles and a server storing information about the plurality of electric mobility vehicles, wherein a user operates one of the plurality of electric mobility vehicles within the facility to move the one electric mobility vehicle, and when the user has finished using the one electric mobility vehicle, the one electric mobility vehicle moves to a waiting location by autonomous driving, Usage information of the one electric mobility by the user is stored in management data of the server, A system within a facility, wherein each of the electric mobility vehicles is provided with at least one of a seating sensor in a seat unit of the electric mobility vehicle and a luggage rack usage sensor.

2. The system within a facility as described in claim 1, wherein the server or the control device of the one electric mobility determines the end of the use of the one electric mobility by the user using the detection results of at least one of the seating sensor and the usage sensor.

3. A system within a facility that includes a plurality of electric mobility vehicles, in which a user operates one of the plurality of electric mobility vehicles within the facility to move the one electric mobility vehicle, and when the user has finished using the one electric mobility vehicle, the one electric mobility vehicle moves to a waiting location by automatic driving, Each of the electric mobility vehicles is provided with at least one of a seat occupancy sensor of a seat unit of the electric mobility vehicle and a luggage rack usage sensor; A system within a facility, wherein a control device of the one electric mobility determines the end of the use of the one electric mobility by the user using detection results of at least one of the seating sensor and the usage sensor.

4. A system within a facility described in any one of claims 1 to 3, wherein the server or the control device of one of the electric mobility vehicles stops the one of the electric mobility vehicles when the seating sensor does not detect the user being seated for a certain period of time from when the user starts operating the one of the electric mobility vehicles to the end of the use.

5. each of the electric mobility vehicles is provided with an input unit for inputting an intention to temporarily leave the seat unit; A system within a facility as described in claim 1 or 2, wherein when the user inputs their intention using the input unit, temporary separation information is transmitted from the one electric mobility to the server, and the server reflects the temporary separation information in the management data.

6. A system within a facility as described in any one of claims 1 to 5, wherein when the user who has temporarily left the seat unit sits back in the seat unit, the one electric mobility uses a display device or an alarm device provided on the one electric mobility to issue an alarm urging the user to fasten their seat belt.

7. The system in a facility of claim 1 , 2 or 5 , wherein the occupancy sensor is a visual sensor.

8. The image captured by the visual sensor is transmitted to the server, The system for use within a facility according to claim 7 , wherein the server displays the captured image on a display device.

9. the sensor utilized is a visual sensor; The image captured by the visual sensor is transmitted to a server, The system for use within a facility according to claim 3 , wherein the server displays the captured image on a display device.

10. each of the electric mobility vehicles has an intention receiving unit that receives input of the intention to end the use, 4. The system within a facility as described in claim 1 or 3, wherein the one electric mobility determines that the user has ended use of the one electric mobility when the seating sensor does not detect the user being seated for a predetermined period of time after the intention receiving unit receives the intention.

11. each of the electric mobility vehicles has an intention receiving unit that receives input of the intention to end the use, 4. The system within a facility according to claim 1, wherein the one electric mobility notifies the user of a waiting time until the automatic driving toward the waiting location begins after the intention receiving unit receives the intention.

12. The management data stores information written on the user's boarding pass, 2. The system within a facility described in claim 1, wherein the server or the control device of the one electric mobility determines the end of the user's use of the one electric mobility based on the information written on the boarding pass and information indicating that the boarding pass has passed through a boarding gate.

13. A system within a facility as described in any one of claims 1 to 12, wherein the server or the control device of one of the electric mobility vehicles stores the detection results continuously detected by the usage sensor for a predetermined period of time.

14. A system within a facility as described in any one of claims 1 to 13, wherein when the one electric mobility is moving toward the waiting location by the automatic driving and detection by the seat sensor is performed for a certain period of time, the one electric mobility is stopped.

15. The system within a facility described in any one of claims 1 to 14, wherein each of the electric mobility vehicles is equipped with an alarm device that notifies that it is moving toward the waiting location by the automatic driving.

16. an identification element worn or carried by the user; The system in a facility according to any one of claims 1 to 15, wherein the control device of the one electric mobility or the server is capable of determining the position of the identification element relative to the one electric mobility.

17. Wheels and a motor that drives the wheels; a control device for controlling the motor; An electric mobility vehicle comprising at least one of a seat occupancy sensor of a seat unit and a luggage rack usage sensor, When the user has finished using the electric mobility vehicle, the control device controls the motor by automatic driving to move the electric mobility vehicle to a waiting location; The control device determines the end of the use of the one electric mobility by the user using the detection results of at least one of the seating sensor and the usage sensor.

18. Wheels and a motor that drives the wheels; An electric mobility vehicle comprising at least one of a seat occupancy sensor of a seat unit and a luggage rack usage sensor, In a user usage state, which is at least one of a state in which the seating sensor detects that the user is seated and a state in which the usage sensor detects luggage on the luggage rack, the electric mobility vehicle is controlled in an automatic driving mode or a manual driving mode based on an input to an operation unit provided on the electric mobility vehicle, An electric mobility device in which, when the motor is controlled by automatic driving or by input to a predetermined remote control device in at least one of a state in which the seating sensor does not detect that the user is seated and a state in which the usage sensor does not detect that luggage is on the luggage rack, at least one of sudden stopping of the electric mobility device, sudden deceleration of the electric mobility device, sudden acceleration of the electric mobility device, reducing the minimum turning radius of the electric mobility device, and increasing the maximum speed of the electric mobility device is performed, which are not performed in the user usage state.

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