Movement planning device, movement management system, movement planning method, and program

Abstract

To provide a movement planning device, a movement management system, a movement planning method, and a program which can help a user efficiently reach a destination.SOLUTION: A movement planning device 100 comprises: a position information acquisition unit 120 for acquiring the present position of a vehicle which a user is on board; a map database 130 for storing map information including a road on which the vehicle travels; and a processor 1101 for drawing up a movement plan. The processor 1101 searches for a path from the present position to a destination on the basis of the map information, calculates a traveling range to the destination, detects abnormality on the basis of vehicle information that indicates the state of the vehicle, and calculates a travelable range to a trouble predicted point where a trouble is predicted to occur to the vehicle on the basis of the sign of abnormality. When the travel range is greater than or equal to the travelable range, the processor 1101 draws up a movement plan including a change to the next vehicle.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a movement plan development device, a movement management system, a movement plan development method, and a program. [Background technology]

[0002] When an autonomously traveling vehicle breaks down, there is a technology that changes the control of the vehicle depending on the level of the vehicle's failure (for example, Patent Document 1). The vehicle control device described in Patent Document 1 issues a warning to the outside of the vehicle when the vehicle is unable to move, and controls the vehicle to stop at a position where it can be stopped when the vehicle is able to move but is unable to reach the destination by autonomous traveling. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-082918 Summary of the Invention [Problem to be solved by the invention]

[0004] For users of vehicles that are equipped with autonomous driving, navigation assistance, or driving assistance, the primary goal is to reach their destination. For this reason, as described in Patent Document 1, control that stops the vehicle at a location where it can be stopped when a vehicle malfunction is detected does not allow the user to reach the destination. Alternatively, in order to reach the destination, the user must find a way to reach the destination from the location where the vehicle is stopped.

[0005] The present invention has been made in consideration of the above-described circumstances, and aims to provide a movement plan development device, a movement management system, a movement plan development method, and a program that can efficiently guide a user to a destination. [Means for solving the problem]

[0006] In order to achieve the above object, a movement plan development device according to the present invention is a device that develops a movement plan for moving a user to a destination, and includes: a location information acquisition unit that acquires the current location of the vehicle in which the user is riding; a map database that stores map information including roads on which the vehicle will travel; and a processor that develops a movement plan. The processor searches for a route from the current location to the destination based on the map information and calculates a driving range to the destination, detects an abnormality based on vehicle information indicating the vehicle's condition, and calculates a driving range to a predicted failure point where a failure is predicted to occur in the vehicle based on the abnormality symptoms. If the driving range is greater than or equal to the driving range, the processor develops a movement plan that includes changing to the next vehicle. [Effects of the Invention]

[0007] According to the present invention, when the driving range to the destination is greater than or equal to the driving range to the predicted failure point, a travel plan is formulated that includes changing to the next vehicle, thereby enabling the user to reach the destination efficiently. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic diagram showing a mobility management system according to a first embodiment of the present invention. [Figure 2] 1 is a block diagram showing an example of a functional configuration of a movement plan development device according to a first embodiment. [Figure 3] 1 is a diagram illustrating an example of a hardware configuration of a movement plan development device according to a first embodiment. [Figure 4] FIG. 10 is a diagram illustrating an example of calculation of a driving range. [Figure 5] 4 is a flowchart of a movement plan formulation process according to the first embodiment. [Figure 6] 4 is a flowchart of a movement plan formulation process according to the first embodiment. [Figure 7] FIG. 10 is a diagram showing a user input screen. [Figure 8] FIG. 4 is a sequence diagram showing transmission and reception of data when a movement plan development process according to the first embodiment is executed. [Figure 9]FIG. 10 is a diagram illustrating the movement of a user when changing vehicles. [Figure 10] FIG. 10 is a diagram illustrating the movement of a user when changing vehicles. [Figure 11] FIG. 10 is a block diagram showing an example of a functional configuration of a movement plan development device according to a second embodiment of the present invention. [Figure 12] 10 is a flowchart of a movement plan formulation process according to the second embodiment. [Figure 13] 10 is a flowchart of a movement plan formulation process according to the second embodiment. [Figure 14] FIG. 11 is a sequence diagram showing transmission and reception of data when a movement plan development process according to the second embodiment is executed. DETAILED DESCRIPTION OF THE INVENTION

[0009] A movement plan development device, a movement management system, a movement plan development method, and a program according to embodiments of the present invention will be described with reference to the drawings. In each drawing, the same or equivalent parts are designated by the same reference numerals.

[0010] (Embodiment 1) A mobility management system 1 according to a first embodiment of the present invention is a mobility service system that manages a fleet of vehicles including a plurality of vehicles and moves a user by vehicle. For example, the mobility management system 1 is a vehicle dispatching system that dispatches a vehicle from a plurality of autonomously driving vehicles in response to a user's request and moves the user to a destination by the vehicle. Note that the vehicles used in the mobility management system 1 are not limited to autonomously driving vehicles, but may also be ones that perform driving assistance control such as braking assistance and steering assistance, or ones that provide navigation assistance such as car navigation. Furthermore, the mobility management system 1 may be a ride-sharing system, a car-sharing system, or the like that uses driving assistance or navigation assistance technology. In this embodiment, a case will be described in which the mobility management system 1 is a vehicle dispatching system that uses autonomously driving vehicles.

[0011] Fig. 1 is a schematic diagram showing the overall configuration of a mobility management system 1 according to the present embodiment. As shown in Fig. 1, the mobility management system 1 includes a plurality of vehicles 10, mobile terminals 70 owned by users, and a server 20 that is communicatively connected to the vehicles 10 and the mobile terminals 70 via a wireless base station 30 and a network 40. The server 20 is a server computer that manages information indicating the location and operating status of each vehicle 10 and has the function of issuing driving instructions to each vehicle 10 in response to a user request. The server 20 may be a single physical server, or may be a cloud server including one or more physical servers.

[0012] 2 is a block diagram showing the functional configuration of the movement plan development device 100 according to the present embodiment. The movement plan development device 100 may be mounted on each vehicle 10, or the server 20 may be equipped with the movement plan development device 100. Alternatively, some of the functions of the movement plan development device 100 may be realized by a controller mounted on the vehicle 10, and the remaining functions may be realized by the server 20. Necessary information is exchanged between the controller mounted on the vehicle 10 and the server 20 according to the allocation of the functions of the movement plan development device 100. In this embodiment, a case where the movement plan development device 100 is mounted on each vehicle 10 will be described.

[0013] The movement plan development device 100 develops a movement plan to a destination in accordance with the state of the vehicle 10. As shown in Fig. 2, the movement plan development device 100 includes a processor 1101 that develops a movement plan to a user's destination, a location information acquisition unit 120 that acquires location information of the vehicle 10, a map database 130 that stores map information of the area in which the vehicle 10 travels, and a vehicle information database 140 that stores vehicle information indicating the state of the vehicle 10. The movement plan development device 100 further includes a communication module 150 that wirelessly communicates with external devices, and a user interface 160 that accepts user operation inputs.

[0014] The position information acquisition unit 120 is any device, such as a GNSS (Global Navigation Satellite System) receiver, that can acquire the position of the vehicle 10. The GNSS receiver receives orbit information and time information from a plurality of positioning satellites, and outputs position information indicating the position of the vehicle 10 calculated based on the received signals to the processor 1101.

[0015] The map database 130 is a database that stores map information including road information, intersection information, facility information, etc. within the range in which the vehicle 10 travels. In this embodiment, the map information stored in the map database 130 may also include information such as road speed limits, lane restrictions, and congestion information that is necessary for formulating a travel plan.

[0016] The vehicle information database 140 is a database that stores vehicle information indicating the status of each component of the vehicle 10. The vehicle information is, for example, a collection of output signals from various sensors provided in various devices of the vehicle 10, such as the powertrain, suspension, air conditioning system, and electrical equipment, or internal signals from the control units that control these devices.

[0017] The communication module 150 includes a wireless communication module that performs wireless communication of any standard such as mobile phone communication, wireless LAN (Local Area Network), etc. The communication module 150 connects the movement plan development device 100 to the server 20 via the wireless base station 30 and the network 40, and transmits and receives data.

[0018] The user interface 160 receives user operation inputs and outputs image signals or audio signals output by the processor 1101, and is, for example, a monitor, a touch panel, a microphone, or a speaker.

[0019] The processor 1101 searches for a route from the current position of the vehicle 10 to the destination based on the map information in the map database 130, and calculates a driving range, which is the distance or time to the destination. The processor 1101 also detects an abnormality in the vehicle 10, and predicts a driving range, which is the distance or time to a predicted failure point where a failure is predicted to occur in the vehicle 10, based on the abnormality symptoms. If the driving range is greater than or equal to the driving range, the processor 1101 formulates a travel plan that passes through a repair point or a travel plan that includes changing to a different vehicle.

[0020] Fig. 3 is a diagram showing an example of the hardware configuration of the movement plan development device 100. In the example of Fig. 3, a controller 1000 mounted on a vehicle 10 includes a processor 1101, a storage device 1102, and a communication interface (referred to as communication I / F in the figure) 1103, which are connected to each other via a bus 1110.

[0021] The processor 1101 includes, for example, one or more CPUs (Central Processing Units) and their peripheral circuits, and executes various types of arithmetic processing. The processor 1101 executes control programs stored in the storage device 1102. The processor 1101 may further include a volatile semiconductor memory such as a RAM (Random Access Memory) that functions as a work memory for the CPU. The processor 1101 may also include arithmetic circuits such as a logic operation unit and a numerical operation unit.

[0022] The storage device 1102 includes, for example, a nonvolatile semiconductor memory such as an EEPROM (Electrically Erasable and Programmable Read Only Memory), a flash memory, etc. The storage device 1102 stores the control program executed by the processor 1101 and various data used in the arithmetic processing of the processor 1101.

[0023] The communication interface 1103 includes an interface circuit for connecting the processor 1101 to an in-vehicle network that complies with standards such as CAN (Controller Area Network). The communication interface 1103 receives signals from the location information acquisition unit 120, the map database 130, the vehicle information database 140, the communication module 150, the user interface 160, and other in-vehicle components, and passes the signals to the processor 1101.

[0024] Furthermore, the communication interface 1103 transmits the movement plan generated by the processor 1101 through the movement plan formulation process to the vehicle control unit 190. The vehicle control unit 190 is communicatively connected to various actuators that operate the vehicle 10, and controls each of the actuators. The actuators include, for example, a drive device (at least one of an engine and a motor) for accelerating the vehicle 10, a brake actuator for braking the vehicle 10, a steering motor for steering the vehicle 10, and the like. In this way, the vehicle control unit 190 controls the actuators to realize autonomous driving and driving assistance of the vehicle 10.

[0025] Furthermore, the communication interface 1103 receives an operation signal input by the user using the user interface 160 and passes it to the processor 1101. For example, the communication interface 1103 passes an operation signal indicating conditions for correcting a movement plan in the event of a failure to the processor 1101. Furthermore, the communication interface 1103 outputs the movement plan generated by the processor 1101 through the movement plan formulation process to the user interface 160, and displays it on a monitor or touch panel.

[0026] 1 by executing a control program for the movement plan formulation process. That is, the processor 1101 functions as a vehicle position estimation unit 111 that estimates the current position of the vehicle 10, a traveling range calculation unit 112 that calculates the traveling range from the current position to the user's destination, a vehicle information acquisition unit 113 that acquires vehicle information held by the vehicle 10 and vehicle information acquired from the server 20 via the communication module 150, and an abnormality detection unit 114 that detects an abnormality in the vehicle 10 based on the vehicle information. Furthermore, the processor 1101 functions as a traveling range calculation unit 115 that calculates the traveling range until a failure occurs based on an abnormal symptom of the vehicle 10, a failure location prediction unit 116 that predicts a failure location where a failure will occur based on the abnormal symptom, a traveling continuation determination unit 117 that determines whether to continue traveling based on the traveling range, the traveling range, and the failure location, and a plan formulation unit 118 that formulates a movement plan in accordance with the determination result of whether to continue traveling.

[0027] The vehicle position estimation unit 111 estimates the current position (vehicle position) of the vehicle 10 on the map in the map database 130 based on the output signal of the position information acquisition unit 120 mounted on the vehicle 10. The driving range calculation unit 112 searches for a route from the vehicle position estimated by the vehicle position estimation unit 111 to the user's destination, and calculates the driving range from the vehicle position to the destination. The driving range is the driving distance or driving time from the vehicle position to the destination. The driving time may be calculated by reflecting the speed limit or congestion status of the road along which the vehicle is traveling.

[0028] The vehicle information acquisition unit 113 acquires vehicle information from the vehicle information database 140 held by the vehicle 10 or from the server 20 via the communication module 150. The vehicle information acquired by the vehicle information acquisition unit 113 is vehicle data indicating the characteristics of the vehicle 10 acquired while the vehicle 10 is in operation (including while the vehicle is traveling and temporarily stopped) for use in predicting possible future failures of the vehicle 10 or various devices of the vehicle 10. The vehicle information is, for example, a collection of output signals from various sensors provided in various devices such as the powertrain, suspension, air conditioning system, and electrical equipment, or internal signals from control units that control these devices. The vehicle information may further include vehicle information and statistical information acquired in the past about the vehicle 10, as well as statistical information about vehicle information acquired in the past about the same model or model family.

[0029] The abnormality detection unit 114 detects an abnormality that has occurred in the vehicle 10 or various devices of the vehicle 10 based on the vehicle information acquired by the vehicle information acquisition unit 113. The abnormality detection unit 114 detects an abnormality, for example, when a detected value of a sensor signal included in the vehicle information is outside a predetermined range. The abnormalities detected by the abnormality detection unit 114 include abnormalities that affect driving and abnormalities that do not affect driving. An example of an abnormality that affects driving is an engine abnormality in which the engine speed or engine humidity is outside the normal range. An example of an abnormality that does not affect driving is a malfunction of a power window.

[0030] Any method may be used for the anomaly detection performed by the anomaly detection unit 114. For example, the anomaly detection unit 114 may detect an engine anomaly when time-series data including engine speed and engine humidity falls outside a range of each signal according to predetermined conditions or rules. The anomaly detection unit 114 may also detect an anomaly by performing invariant analysis. Invariant analysis involves constructing a model of the relationship between multiple sensor signals from vehicle information under normal conditions, and comparing values ​​predicted from the model with actual measured values ​​to detect whether the relationship model has been disrupted. The anomaly detection unit 114 may also use machine learning to detect normal or abnormal conditions based on vehicle information.

[0031] The driving range calculation unit 115 predicts a failure based on the symptoms of the abnormality detected by the abnormality detection unit 114, and calculates an estimated driving range that the vehicle 10 can travel before a failure occurs. The driving range is the driving distance from the current location to the point where a failure is predicted to occur if the vehicle 10 is driven without repair, or the driving time from the present until the time when a failure is predicted to occur. The driving range calculation unit 115 may calculate either the driving distance or the driving time depending on the type of failure, or may calculate the driving range by combining the driving time and the driving time. The failure location prediction unit 116 predicts the location of a failure in the vehicle 10 where a failure will occur based on the symptoms of the abnormality detected by the abnormality detection unit 114.

[0032] Any method can be used to calculate the driving range until a breakdown occurs and to predict the location of the breakdown. For example, the causes of past breakdowns for each vehicle part, vehicle information at the time the breakdown is predicted, the location of the breakdown, the name of the failed part, repair costs, etc. are stored in a database in advance, and the information in this database is referenced. The driving range calculation unit 115 and the failure location prediction unit 116 may perform machine learning using the information stored in the vehicle information database 140, and calculate the driving range and predict the location of the breakdown based on the generated learning model.

[0033] FIG. 4 shows an example of how the driving range is calculated, specifically, how an abnormality such as the generation of an abnormal noise is detected as a sign of an engine injector failure. The curve shown in FIG. 4 represents a learning model generated by machine learning using accumulated data on actual measurements of the probability of abnormal noise occurring before an injector failure occurs. When the abnormality detection unit 114 detects an abnormal noise and the probability of the abnormal noise occurrence exceeds a probability threshold, the driving range calculation unit 115 can calculate that the driving range is 30 km. Furthermore, the failure location prediction unit 116 predicts that the failure is in the injector based on the frequency or occurrence interval of the abnormal noise, etc. Repair of this failure involves replacing the injector.

[0034] The driving continuation determination unit 117 compares the driving range to the destination calculated by the driving range calculation unit 112 with the driving range to the point where a failure is predicted to occur calculated by the driving range calculation unit 115, and determines whether or not it is possible to continue driving. Specifically, it determines that it is impossible to continue driving when the driving distance calculated by the driving range calculation unit 112 is equal to or greater than the driving range calculated by the driving range calculation unit 115. Alternatively, it determines that it is impossible to continue driving when the driving time calculated by the driving range calculation unit 112 is equal to or greater than the driving time calculated by the driving range calculation unit.

[0035] Furthermore, the driving continuation determination unit 117 determines that it is impossible to continue driving if the failure location predicted by the failure location prediction unit 116 is a location that affects driving, such as the engine or brakes, but determines that it is possible to continue driving if the failure location is a location that does not affect driving, such as a power window or air conditioning.

[0036] When the traveling continuation determination unit 117 determines that traveling cannot be continued, the plan formulation unit 118 formulates a travel plan that passes through a repair point or a travel plan that includes changing to another vehicle. The plan formulation unit 118 inquires from the communication module 150 to the server 20 whether repair is possible within a certain time, and requests a change of vehicle if repair is not possible.

[0037] Specifically, when the driving continuation determination unit 117 determines that driving cannot be continued, the plan formulation unit 118 inquires of the server 20 whether there is a repair point within the driving range where the breakdown can be repaired within a certain time. If the response received is that repair is not possible or there is no repair point, the plan formulation unit 118 requests the server 20 to change to another vehicle within the driving range. When receiving information about the vehicle change point from the server 20, the plan formulation unit 118 formulates a plan for driving to the vehicle change point.

[0038] The operation of the movement plan development device 100 configured as above will be described in detail with reference to the flowcharts in Figures 5 and 6. Upon receiving a vehicle dispatch request from a user, the server 20 selects a vehicle close to the user's departure point. Figure 5 is a flowchart of the movement plan development process that the vehicle 10 selected by the server 20 executes at the dispatch stage before the vehicle 10 picks up the user, and Figure 6 is a flowchart of the movement plan development process that the vehicle 10 carrying the user executes while in operation.

[0039] A vehicle dispatch request by a user is made, for example, by operating an application installed on a mobile terminal 70 owned by the user. FIG. 7 shows an example of a user input screen 2000 on the mobile terminal 70 when requesting a vehicle dispatch. Using the user input screen 2000 shown in FIG. 7, the user inputs a departure point and a destination. The departure point may be the current location acquired by a location information acquisition application.

[0040] Furthermore, the user may be able to select priorities in a travel plan to a destination on the user input screen 2000 shown in FIG. 7. The priorities here are referenced when changing the travel plan when an abnormality occurs. For example, as shown in FIG. 7, if the user has circumstances that require the user to arrive as early as possible, the user selects "the earliest possible arrival time." If the user is in a situation where walking is difficult, the user selects "the shortest possible walking distance." If the user prioritizes reducing travel costs, the user selects "the shortest possible travel time (distance)." Other priority items include any items necessary for the travel plan.

[0041] First, upon receiving a vehicle dispatch request from a user, the server 20 searches for a vehicle close to the user's departure point and sends a travel request to the selected vehicle 10. The travel plan formulation process executed by the vehicle 10 that has received the travel request will be described with reference to the flowchart in FIG. 5. The vehicle 10 acquires the user's departure point and destination from the server 20 (step S101). If the user's priorities have been set at this time, the vehicle 10 also acquires the priorities. Thereafter, the vehicle position estimation unit 111 of the processor 1101 estimates the current position (vehicle position) of the vehicle 10 (step S102). Specifically, the vehicle position estimation unit 111 estimates the vehicle position on the map in the map database 130 based on the output signal of the position information acquisition unit 120 installed in the vehicle 10.

[0042] Next, the traveling range calculation unit 112 searches for a route from the vehicle position estimated in step S102 to the destination via the user's departure point acquired in step S101, and calculates a traveling range S from the vehicle position to the destination (step S103). The traveling range S is the traveling distance or traveling time from the vehicle position to the destination. Here, the traveling range S includes the traveling distance or traveling time from the current position of the vehicle 10 to the departure point where the user will be picked up, and the traveling distance or traveling time from the user's departure point to the destination.

[0043] Next, the vehicle information acquisition unit 113 acquires vehicle information from the vehicle information database 140 held by the vehicle 10 (step S104), and the abnormality detection unit 114 determines whether the vehicle information acquired in step S104 contains any abnormality (step S105). Specifically, in step S104, the vehicle information acquisition unit 113 acquires vehicle information such as output signals from various sensors provided in various devices such as the powertrain, suspension, air conditioning system, and electrical components, or internal signals from a control unit that controls these devices. The abnormality detection unit 114 acquires vehicle information or statistical information thereof, or a threshold value for a range for detecting abnormalities that is set based on these information, from the server 20 in advance. The abnormality detection unit 114 detects an abnormality when the detection value of the sensor signal or the like acquired in step S104 is outside a predetermined range (step S105: Yes).

[0044] If the abnormality detection unit 114 does not detect an abnormality based on the vehicle information (step S105: No), the vehicle 10 heads for the user's departure point, picks up the user, and starts traveling (step S108). If the abnormality detection unit 114 detects an abnormality based on the vehicle information (step S105: Yes), the driving range calculation unit 115 predicts a malfunction based on the abnormality detected by the abnormality detection unit 114, and calculates a driving range S that is estimated to be possible until a malfunction occurs. fail (Step S106). fail is the distance that can be traveled from the current location to the point where a breakdown is predicted to occur if the vehicle 10 is driven without repair, or the time that can be traveled until the time when a breakdown is predicted to occur.

[0045] The driving range S calculated in step S103 and the driving range S calculated in step S106 fail Compare the driving range S and the driving range S fail If the travel range S is less than the travelable range S (step S107: Yes), it is predicted that the vehicle 10 will be able to arrive at the destination before a breakdown occurs, so the vehicle 10 heads to the user's departure point and starts traveling with the user on board (step S108). fail If this is the case (step S107: No), it is predicted that the vehicle 10 will break down and will not be able to reach the destination, so the planning unit 118 queries the server 20 to request a change to another vehicle (step S109).

[0046] Upon receiving a request to change vehicles from vehicle 10, server 20 selects next vehicle 11, which is another vehicle closer to the user's departure point, and issues a request to operate next vehicle 11. Here, next vehicle 11 is a vehicle that is available for boarding and is different from vehicle 10 among the vehicles managed by mobility management system 1, and is also called a transfer vehicle or a substitute vehicle.

[0047] If the next vehicle 11 is operable, the plan formulation unit 118 of the vehicle 10 receives a notification of the vehicle change from the server 20, outputs a message to the user that the vehicle 10 will be changed to the display unit or the like of the user interface 160 (step S110), and ends the process. At this time, the user is notified by an application on the mobile terminal 70 that the vehicle 10 will be changed. This process makes it possible to avoid operating a vehicle that is likely to malfunction, and to efficiently move the user to the destination. Note that the next vehicle 11 that has received the operation request also executes the movement plan formulation process shown in FIG. 5, and then starts operation or further requests a change to another vehicle.

[0048] Next, the travel plan formulation process executed by the vehicle 10 after the vehicle starts traveling with a user on board will be described with reference to the flowchart in Fig. 6. The travel plan formulation process shown in Fig. 6 is executed at predetermined time intervals while the vehicle is traveling. First, the vehicle position estimation unit 111 of the processor 1101 estimates the current position (vehicle position) of the vehicle 10 (step S201), and the traveling range calculation unit 112 searches for a route from the vehicle position estimated in step S201 to the user's destination, and calculates the traveling range S from the vehicle position to the destination (step S202).

[0049] Next, the vehicle information acquisition unit 113 acquires vehicle information from the vehicle information database 140 held by the vehicle 10 (step S203). The abnormality detection unit 114 determines whether there is an abnormality in the vehicle information acquired in step S203 (step S204). The vehicle information acquired by the vehicle information acquisition unit 113 here is the same as the information acquired in step S104 of the flowchart of the vehicle allocation stage shown in Figure 5, and the abnormality detection process by the abnormality detection unit 114 is also the same as step S105 of the vehicle allocation stage.

[0050] If the abnormality detection unit 114 does not detect an abnormality based on the vehicle information (step S204: No), the vehicle 10 continues traveling (step S209). If the abnormality detection unit 114 detects an abnormality based on the vehicle information (step S204: Yes), the driving range calculation unit 115 predicts a malfunction based on the abnormal symptom detected by the abnormality detection unit 114, and calculates a driving range S that is estimated to be travelable until a malfunction occurs. fail is calculated (step S205).

[0051] The driving range S calculated in step S202 and the driving range S calculated in step S205 fail Compared, the driving range S is better than the driving range S fail If the travel range S is less than the travelable range S (step S206: Yes), it is predicted that the vehicle 10 will be able to arrive at the destination before a breakdown occurs, and so the vehicle 10 continues traveling (step S209). fail If the number is equal to or greater than this (step S206: No), the failure location predicting unit 116 predicts the location where the failure will occur based on the abnormal symptom detected by the abnormality detecting unit 114 (step S207).

[0052] Next, the traveling continuation determination unit 117 determines whether the failure at the location predicted in step S207 is a failure that allows the vehicle 10 to continue traveling (step S208). For example, if the failure location predicted by the failure location prediction unit 116 is a location that does not affect traveling, such as a power window or air conditioning, the traveling continuation determination unit 117 determines that the vehicle 10 can continue traveling (step S208: Yes), and the vehicle 10 continues traveling directly toward the destination (step S209). This makes it possible to avoid delays in arrival at the destination due to failures that do not affect traveling.

[0053] On the other hand, if the failure location predicted in step S207 is a location that affects driving, such as the engine or brake, the driving continuation determination unit 117 determines that it is impossible to continue driving (step S208: No), and the plan formulation unit 118 inquires of the server 20 about whether repairs are possible (step S210). failIf a response is received indicating that there is a repair location within the predetermined time frame (step S211: Yes), the plan formulation unit 118 acquires information about the repair location (step S212) and formulates a travel plan that passes through the repair location (step S214).

[0054] The server 20 determines that the breakdown is impossible to repair within a predetermined time, or that the driving range S fail If the plan formulation unit 118 receives information instructing a vehicle change because the vehicle 10 cannot be repaired because there is no repair point within the vehicle range (step S211: No), the plan formulation unit 118 acquires information on the vehicle change point to the next vehicle 11 (step S213). Then, the plan formulation unit 118 formulates a travel plan to transfer from the vehicle 10 to the next vehicle 11 at the vehicle change point (step S214). This allows the user to travel to the destination by the next vehicle 11 even if the vehicle cannot be repaired.

[0055] Here, the process of determining whether to repair or change vehicles in steps S210 to S214 will be described in detail. Fig. 8 is a sequence diagram showing data transmission and reception between the vehicle 10, the server 20, the repair location 50, and the next vehicle 11.

[0056] First, the movement plan formulation device 100 of the vehicle 10 receives the current position and destination of the vehicle 10, the abnormality detected by the abnormality detection unit 114, and the driving range S calculated by the driving range calculation unit 115. fail , and the failure location predicting unit 116 issues a predicted failure report including the predicted failure location (step S11).

[0057] The server 20 searches for a repair point where the reported fault location can be repaired. Specifically, the server 20 searches for a driving range S fail If there is a repair point 50 that can repair the predicted failure within a certain time period among the repair points located within the range (step S12), a repair request is made to that repair point 50 (step S13). If the repair point 50 can repair the failure, it sends an acceptance response to the server 20 (step S14).

[0058] Here, in selecting a repair point, it is preferable to select a repair point that provides the shortest distance or time to the destination when passing through the repair point, in order to minimize delays due to repairs. Specifically, the server 20 selects the repair point 50 that provides the shortest total distance or time from the current location of the vehicle 10 to the repair point 50 and the shortest total distance or time from the repair point 50 to the destination. Alternatively, the server 20 selects the repair point 50 that provides the shortest total of the time required to travel from the current location of the vehicle 10 to the repair point 50, the time required for repairs, and the time required to travel from the repair point 50 to the destination.

[0059] If the reported fault cannot be repaired within a predetermined time, or if the current location of the vehicle 10 is within a driving range S fail If there is no repair point within the range (step S15), the server 20 searches for a vehicle to transfer to. The server 20 sends an operation request to the next vehicle 11 selected as a result of the search (step S16). The next vehicle 11 that has received the request sends an acceptance response to the server 20 if it is operable (step S17), and performs vehicle control to head toward the vehicle change point.

[0060] Here, the selection of the next vehicle 11 to transfer to may be made according to the attributes of the user. For example, when the user requests a vehicle allocation, the next vehicle 11 to transfer to is selected by referring to the priorities input by the user on a user input screen 2000 as shown in FIG. 7. A specific example will be described with reference to FIGS. 9 and 10. Depending on road conditions, the disembarking location where the user disembarks from the vehicle 10 and the boarding location where the user boards the next vehicle 11, which is the transfer vehicle, may be far apart. Here, the disembarking location and the boarding location are collectively referred to as the vehicle change point.

[0061] When changing vehicles, if the disembarking location from the vehicle 10 currently being boarded where a failure is predicted is the same as the boarding location for the next vehicle 11 to be transferred, it is preferable to select a vehicle change point that provides the shortest distance or time to the destination when passing through the vehicle change point, which is the disembarking location and boarding location, in order to minimize delays due to the transfer. Specifically, the server 20 selects a repair point where the sum of the distance from the current location of the vehicle 10 to the vehicle change point and the distance from the vehicle change point to the destination is shortest. Alternatively, the server 20 selects a point where the sum of the time required to travel from the current location of the vehicle 10 to the vehicle change point and the time required to travel from the vehicle change point to the destination is shortest.

[0062] If the vehicle change point is on the route from the original departure point to the destination, the total distance or time required for travel will be shortest, but depending on the shape or type of road, it may not be possible to transfer on the original route. For example, if an abnormality occurs while vehicle 10 is traveling on a highway, and there is no suitable place to transfer, it may be necessary to deviate from the original travel plan and select a vehicle change point on a public road, etc. In such cases, the impact of the transfer on the travel plan can be reduced by selecting a vehicle change point that provides the shortest distance or time to the destination via the vehicle change point.

[0063] When changing vehicles, if the location where the user disembarks from the vehicle 10 that is predicted to have a breakdown and the location where the user boards the next vehicle 11 to transfer to are far apart, it is preferable to select a vehicle change point according to the user's priorities. Specifically, if the user selects "the earliest possible arrival time" on the user input screen 2000 shown in FIG. 7, the server 20 may select a vehicle change that will shorten the total time, including walking. For example, as shown in FIG. 9, there may be cases where the total time, including transfers, is shorter if the user walks, such as when the next vehicle 11 to transfer to needs to make a large detour to get to the disembarkation location from the vehicle 10. In such cases, the server 20 may select the next vehicle 11 to transfer to, assuming that the user will walk.

[0064] On the other hand, if the user selects "The walking distance should be as short as possible" on the user input screen 2000 shown in Fig. 7, the server 20 selects a vehicle change point that does not require walking. For example, as shown in Fig. 9, the next vehicle 11 coming from behind is selected, and a vehicle change point where the getting-on position and the getting-off position are the same is selected.

[0065] Furthermore, when "it is preferable that the riding time (distance) is as short as possible" is selected on the user input screen 2000 shown in Fig. 7, the server 20 may select the next transfer vehicle 11 that will shorten the riding time (distance) taking into consideration walking. For example, as shown in Fig. 10, by selecting the next vehicle 11 with a different traveling direction, the riding time or riding distance may be shortened as a result. In such a case, the server 20 may select the next vehicle 11 with a different traveling direction, assuming that the user will be walking.

[0066] In this way, the server 20 transmits to the vehicle 10 information on the repair location 50 if repair is possible, or information on the vehicle change location for the next vehicle 11 if repair is not possible or there is no repair location (step S18). Returning to the flowchart of Fig. 6, the plan formulation unit 118 of the vehicle 10 acquires information on the repair location (step S212) if repair is possible (step S211: Yes), and acquires information on the vehicle change location if repair is not possible (step S211: No) (step S213). The plan formulation unit 118 formulates a travel plan that includes repair at the repair location or a travel plan that includes changing to the next vehicle 11 at the vehicle change location (step S214), and ends the processing.

[0067] As described above, in the movement plan development device 100 according to this embodiment, the traveling range calculation unit 112 calculates the traveling range from the current position of the vehicle 10 to the destination based on map information, the abnormality detection unit 114 detects an abnormality based on vehicle information indicating the state of the vehicle 10, and the traveling range calculation unit 115 calculates the traveling range to a predicted failure point where a failure is predicted to occur in the vehicle 10 based on an abnormality symptom. When the traveling range is equal to or greater than the traveling range, the plan development unit 118 develops a traveling plan that passes through a repair point within the traveling range if the failure is repairable, and develops a traveling plan that includes changing to the next vehicle 11 at a vehicle change point within the traveling range if the failure is unrepairable. This enables the user to reach the destination efficiently.

[0068] Furthermore, when transferring to the next vehicle 11, the location to get off the vehicle 10 and the location to get on the next vehicle 11 are selected based on the user's priority. This makes it possible to formulate an optimal travel plan according to the user's attributes.

[0069] (Embodiment 2) Similar to the first embodiment, the mobility management system 1 according to the second embodiment of the present invention is a mobility service system that manages a fleet of vehicles including a plurality of vehicles and moves users by vehicle. In this embodiment, too, a case will be described in which the mobility management system 1 is a vehicle dispatch system that uses autonomously traveling vehicles 10. The overall configuration of the mobility management system 1 is similar to that of the first embodiment, and includes a plurality of vehicles 10, mobile terminals 70 owned by users, and a server 20 that is communicatively connected to the vehicles 10 and the mobile terminals 70 via a wireless base station 30 and a network 40.

[0070] Fig. 11 is a block diagram showing the functional configuration of a movement plan development device 200 according to the present embodiment. In this embodiment, a case will be described in which the movement plan development device 200 is provided in a server 20. In Fig. 11, components that correspond to and have equivalent functions as the functional units of the movement plan development device 100 according to the first embodiment are assigned the same reference numerals as in the first embodiment. The hardware configuration of the server 20 includes a processor 2101, a storage device, and a communication module 250. The server 20 may be a single general-purpose physical server, or may be a cloud server including multiple physical servers.

[0071] The movement plan development device 200 provided in the server 20 develops a movement plan to a destination in accordance with the states of multiple vehicles 10. As shown in Fig. 11 , the movement plan development device 200 includes a processor 2101 that develops a movement plan to a destination in accordance with a user request, a map database 130 that stores map information of the area in which the vehicle 10 will travel, and a vehicle information database 240 that stores vehicle information indicating the state of the vehicle 10. The movement plan development device 200 further includes a communication module 250 that is communicatively connected to the vehicle 10, a terminal at the repair site 50, and the user's mobile terminal 70 via the network 40.

[0072] The map database 130 is a database that stores map information, similar to the first embodiment. The vehicle information database 240 stores vehicle information that indicates the history of the state of each component of each vehicle 10. The vehicle information includes, for example, data that is transmitted from each vehicle 10 and accumulated, such as output signals from various sensors provided in various devices of each vehicle 10, 11, such as the powertrain, suspension, air conditioning system, and electrical equipment, or internal signals from control units that control these devices.

[0073] The communication module 250 connects the movement plan development device 200 to the vehicle 10, the terminal at the repair location 50, the next vehicle 11, and the user's mobile terminal 70 via the network 40, and transmits and receives data.

[0074] The processor 2101 receives a vehicle dispatch request from the user's mobile terminal 70, searches for a route from the current position of the vehicle 10 to the destination based on the map information in the map database 130, and calculates a driving range, which is the distance or time to the destination. The processor 1101 also detects abnormalities based on the vehicle information transmitted from the vehicle 10, and calculates a driving range, which is the distance or time to a predicted failure point where a failure is predicted to occur in the vehicle 10, based on the abnormality symptoms. If the driving range is greater than or equal to the driving range, the processor 2101 formulates a travel plan that passes through a repair point or a travel plan that includes changing to the next vehicle 11.

[0075] 11 by executing the movement plan formulation process. That is, the processor 2101 functions as a vehicle position estimation unit 111 that estimates the current position of the vehicle 10, a traveling range calculation unit 112 that calculates the traveling distance from the current position of the vehicle 10 to the user's destination, a vehicle information acquisition unit 113 that acquires vehicle information stored in the vehicle information database 240 or received from the vehicle 10, and an abnormality detection unit 114 that detects an abnormality in the vehicle 10 based on the vehicle information. Furthermore, the processor 2101 functions as a traveling range calculation unit 115 that calculates the traveling range until a breakdown occurs based on an abnormality symptom of the vehicle 10, a failure location prediction unit 116 that predicts the location of a breakdown where a breakdown will occur, a traveling continuation determination unit 117 that determines whether to continue traveling based on the traveling range, the traveling range, and the failure location, and a plan formulation unit 118 that formulates a movement plan in accordance with the determination result of whether to continue traveling.

[0076] The vehicle position estimation unit 111 acquires position information of the vehicle 10 via the communication module 250 and estimates the vehicle position, which is the current position on the map in the map database 130. The driving range calculation unit 112 searches for a route from the current position of the vehicle 10 to the user's destination and calculates the driving range from the current position to the destination. The driving range is the driving distance or driving time from the current position to the destination. The driving time may be calculated by reflecting the speed limit or congestion status of the road along which the vehicle is traveling.

[0077] The vehicle information acquisition unit 113 acquires vehicle information indicating past vehicle conditions from the vehicle information database 140 held by the server 20, and also acquires vehicle information indicating the current vehicle condition from each vehicle 10 via the communication module 150. The vehicle information acquired by the vehicle information acquisition unit 113 is vehicle data indicating vehicle characteristics acquired while the vehicle 10 is in operation (including while traveling and when temporarily stopped) for use in predicting possible future failures of the vehicle 10 or various devices of the vehicle 10. The vehicle information may include statistical information on vehicle information previously acquired about the vehicle 10, as well as statistical information on vehicle information previously acquired about the same model or model family.

[0078] The functions of the abnormality detection unit 114, the driving range calculation unit 115, the failure location prediction unit 116, and the driving continuation determination unit 117 are the same as those in the first embodiment.

[0079] When the driving continuation determination unit 117 determines that driving cannot be continued, the plan formulation unit 118 formulates a travel plan that passes through the repair point or a travel plan that includes changing the vehicle to the next vehicle 11. The plan formulation unit 118 inquires from the communication module 250 to the terminal at the repair point 50 whether repair is possible within a certain time, and if repair is not possible, presents a change of vehicle to the vehicle 10 or the user's mobile terminal 70.

[0080] Specifically, when the traveling continuation determination unit 117 determines that it is not possible to continue traveling, the plan formulation unit 118 determines whether the vehicle 10 can continue traveling within a traveling range S from the current position of the vehicle 10. fail Search for a repair point where the breakdown can be repaired within a certain time. fail If there is no repair point within the driving range S fail When the next vehicle 11 that can be transferred is selected, the plan formulation unit 118 transmits vehicle change information including information on the next vehicle 11 and the vehicle change point to the vehicle 10 via the communication module 250.

[0081] The operation of the movement plan development device 200 configured as above will be described in detail with reference to the flowcharts of Figures 12 and 13 and the sequence diagram of Figure 14. Figure 12 is a flowchart of the movement plan development process at the vehicle allocation stage when a vehicle allocation request from a user is received, and Figure 13 is a flowchart of the movement plan development process executed while the vehicle 10 carrying the user is in operation. Figure 14 is a sequence diagram showing the transmission and reception of data between the vehicle 10, the server 20, the repair location 50, and the next vehicle 11.

[0082] Similar to the first embodiment, a user requests a vehicle dispatch by operating an application installed on the user's mobile terminal 70. The user inputs a departure point and a destination, and may also input priorities for a travel plan to the destination.

[0083] First, the travel plan formulation process that the server 20 executes in the vehicle allocation stage before the user is picked up upon receiving a vehicle allocation request from a user will be described with reference to the flowchart in Fig. 12. The processor 2101 of the server 20 first acquires the user's departure point and destination (step S101). If the user has set priorities at this time, the processor 2101 also acquires the priorities. Thereafter, the processor 2101 selects a vehicle 10 that is close to the user's departure point, and the vehicle position estimation unit 111 estimates the detailed current position (vehicle position) of the vehicle 10 (step S102). Specifically, the communication module 250 acquires the position information of the vehicle 10 from the vehicle 10, and estimates the vehicle position on the map in the map database 130.

[0084] Next, the traveling range calculation unit 112 searches for a route from the vehicle position estimated in step S102 to the destination via the user's departure point acquired in step S101, and calculates a traveling range S from the vehicle position to the destination (step S103). The traveling range S is the traveling distance or traveling time from the vehicle position to the destination. Here, the traveling range S includes the traveling distance or traveling time from the current position of the vehicle 10 to the departure point where the user will be picked up, and the traveling distance or traveling time from the user's departure point to the destination.

[0085] Next, the vehicle information acquisition unit 113 acquires the vehicle information stored in the vehicle information database 240 and the vehicle information indicating the current state of the vehicle 10 received from the vehicle 10 (step S104). The abnormality detection unit 114 determines whether there is an abnormality in the vehicle information received from the vehicle 10 in step S104 (step S105). At this time, the abnormality detection unit 114 detects an abnormality by referring to the vehicle information and its statistical information stored in the vehicle information database 240. The method of detecting an abnormality is the same as in the first embodiment.

[0086] If the abnormality detection unit 114 does not detect an abnormality based on the vehicle information (step S105: No), it instructs the vehicle 10 to head to the user's departure point, pick up the user, and start driving (step S108). If the abnormality detection unit 114 detects an abnormality based on the vehicle information (step S105: Yes), the driving range calculation unit 115 predicts a malfunction based on the abnormal symptom detected by the abnormality detection unit 114, and calculates a driving range S that is estimated to be possible to drive before a malfunction occurs. fail (Step S106) The method of predicting a failure and the method of calculating the driving range are the same as those in the first embodiment.

[0087] The driving range S calculated in step S103 and the driving range S calculated in step S106 fail Compare the driving range S and the driving range S fail If the travel range S is less than the drivable range S (step S107: Yes), it is predicted that the vehicle 10 will be able to arrive at the destination before a breakdown occurs, and the vehicle 10 is instructed to head to the user's departure point, pick up the user, and start traveling (step S108). fail If this is the case (step S107: No), it is predicted that vehicle 10 will break down and will not be able to arrive at the destination, so the plan formulation unit 118 changes the vehicle to the next vehicle 11, which is another vehicle closer to the user's departure point (step S110), and requests operation of the next vehicle 11. Thereafter, the process returns to step S102, and the processes of steps S102 to S110 are performed for the next vehicle 11, and the post-operation start process of step S108 is terminated.

[0088] Next, the travel plan formulation process executed by the server 20 after the vehicle starts traveling with a user on board will be described with reference to the flowchart in Fig. 13. The travel plan formulation process shown in Fig. 13 is executed at predetermined time intervals during travel. First, the vehicle position estimation unit 111 of the processor 2101 estimates the current position (vehicle position) of the vehicle 10 (step S201), and the traveling range calculation unit 112 searches for a route from the vehicle position estimated in step S201 to the user's destination, and calculates the traveling range S from the vehicle position to the destination (step S202).

[0089] Next, the vehicle information acquisition unit 113 acquires vehicle information indicating the current state of the vehicle 10 received from the vehicle 10 (step S203). The abnormality detection unit 114 determines whether or not to detect an abnormality based on the vehicle information acquired in step S203 (step S204). At this time, the abnormality detection unit 114 detects the abnormality by referring to the vehicle information and its statistical information acquired in advance from the vehicle information database 240 held by the server 20. Here, the vehicle information acquired by the vehicle information acquisition unit 113 and used for abnormality detection is the same as the information acquired in step S104 of the flowchart of the vehicle dispatch stage shown in FIG.

[0090] If the abnormality detection unit 114 does not detect an abnormality based on the vehicle information (step S204: No), the vehicle 10 is allowed to continue traveling (step S209). If the abnormality detection unit 114 detects an abnormality based on the vehicle information (step S204: Yes), the driving range calculation unit 115 predicts a malfunction based on the abnormal symptom detected by the abnormality detection unit 114, and calculates a driving range S that is estimated to be possible until a malfunction occurs. fail is calculated (step S205).

[0091] The driving range S calculated in step S202 and the driving range S calculated in step S205 fail Compare the driving range S and the driving range S failIf the travel range S is less than the travelable range S (step S206: Yes), it is predicted that the vehicle 10 will be able to arrive at the destination before a failure occurs, and the processor 2101 causes the vehicle 10 to continue traveling (step S209). fail If the number is equal to or greater than this (step S206: No), the failure location predicting unit 116 predicts the location where the failure will occur based on the abnormal symptom detected by the abnormality detecting unit 114 (step S207).

[0092] Next, it is determined whether the failure at the location predicted in step S207 is a failure that allows the vehicle 10 to continue traveling (step S208). For example, if the failure location predicted by the failure location prediction unit 116 is a location that does not affect traveling, such as a power window or air conditioning, the traveling continuation determination unit 117 determines that the vehicle 10 can continue traveling (step S208: Yes), and the processor 2101 causes the vehicle 10 to continue traveling (step S209).

[0093] On the other hand, if the failure location predicted in step S207 is a location that affects driving, such as the engine or brakes, the driving continuation determination unit 117 determines that driving cannot be continued (step S208: No), and the plan formulation unit 118 determines whether repair is possible (step S210). Specifically, the plan formulation unit 118 determines whether the failure can be repaired within a predetermined fixed time, and if repair is possible within the fixed time, calculates a driving range S from the vehicle position. fail Search for repair points within the driving range S fail If there is a repair point within the predetermined time that can be repaired (step S211: Yes), the plan formulation unit 118 transmits information about the repair point to the vehicle 10 (step S221). The method of selecting the repair point 50 is the same as in the first embodiment.

[0094] The breakdown is not repairable within a predetermined time or the driving range is S. fail If there is no repair point within the travelable range S (step S211: No), the planning unit 118 failThe next vehicle 11 within which a transfer is possible is selected, and information on the vehicle change point is transmitted to the vehicle 10 (step S222), and the process ends. The method of selecting the vehicle change point is also the same as in the first embodiment.

[0095] Here, the transmission and reception of data between the vehicle 10, the server 20, the repair location 50, and the next vehicle 11 after transfer will be described using the sequence diagram of Fig. 14. Fig. 14 is a diagram showing the flow of data after the server 20 selects a vehicle 10 in response to a user's vehicle dispatch request and the vehicle 10 starts operating.

[0096] First, vehicle information indicating the current position and current state of the vehicle 10 is transmitted from the vehicle 10 (step S21).

[0097] When the server 20 detects an abnormality based on the received vehicle information, the server 20 predicts a breakdown based on the abnormality symptoms. The server 20 calculates the driving range S to the user's destination and the driving range S until a breakdown occurs. fail If the distance is greater than or equal to the distance from the current position of the vehicle 10, the location of the failure is predicted, and it is determined whether there is a repair point where the failure can be repaired within a certain period of time. fail If it is determined that there is a repair point within the network that can repair the failure (step S22), the server 20 makes a repair request to that repair point 50 (step S23).

[0098] After receiving a response from the repair location 50 that the repair is accepted (step S24), the server 20 instructs the vehicle 10 to change its route as there is a possibility of a breakdown (step S28) and transmits information about the repair location (step S29).

[0099] If the failure predicted based on the abnormal symptom cannot be repaired within a certain time, or if the vehicle is within a driving range S from the current position of the vehicle 10, fail If it is determined that there is no repair point within the driving range S from the current position of the vehicle 10 (step S25), the server 20 fail The next vehicle 11 that can be transferred to is selected within the designated area, and an operation request is made to the next vehicle 11 (step S26).

[0100] After receiving a response of operation acceptance from the next vehicle 11 (step S27), the server 20 instructs the vehicle 10 to change the route because a failure is predicted and cannot be repaired (step S28), and transmits information about the vehicle change point (step S29). At this time, the next vehicle 11 heads for the vehicle change point, but the next vehicle 11 also transmits vehicle information to the server 20, and the server 20 performs a similar movement plan formulation process for the next vehicle 11.

[0101] As described above, in the movement plan formulation device 200 according to this embodiment, the abnormality detection unit 114 detects an abnormality based on the vehicle information transmitted from the vehicle 10, and the driving range calculation unit 115 predicts the driving range to the predicted failure point where a failure is predicted to occur in the vehicle 10 based on the abnormality symptom. fail If the failure is repairable, the plan formulation unit 118 calculates the driving range S fail If the breakdown is irreparable, a travel plan is created that passes through a repair point within the driving range S. fail The travel plan is formulated to include a transfer to the next vehicle 11 at a vehicle change point within the vehicle 10. This enables the user to reach the destination efficiently. Furthermore, since each process of formulating the travel plan is performed within the server 20, the processing load on the vehicle 10 can be reduced, and the server 20 can accumulate vehicle information for each vehicle, thereby improving the accuracy of abnormality detection and failure prediction.

[0102] The hardware configurations and flowcharts shown in the first and second embodiments are merely examples and can be arbitrarily changed or applied. For example, in the first embodiment, a vehicle dispatch system using an automatically driving vehicle 10 has been described, but the present invention can also be applied to other systems. For example, in a car sharing system, when an abnormality is detected in the vehicle 10 being used by a user and the predicted failure is unrepairable, the plan formulation unit 118 calculates the driving range S failA station located within the designated area may be selected as a vehicle change point, and a suggestion to change to the next vehicle 11 at that station may be displayed on the display of the vehicle 10.

[0103] In addition, in a ride-sharing system, when an abnormality is detected in the vehicle 10 in which the user is riding and a breakdown is predicted, the plan formulation unit 118 calculates the driving range S fail A repair point or vehicle change point located within the route may be selected, and a notification to pass through the repair point or a suggestion to change to the next vehicle 11 may be displayed on the display unit of the vehicle 10 or the user's mobile terminal 70.

[0104] Furthermore, in the above first and second embodiments, examples have been described in which the processors 1101 and 2101 execute control programs to implement each function, but the processors 1101 and 2101 may be configured with dedicated hardware that implements each function.

[0105] Furthermore, a control program for executing the operations of the first and second embodiments may be stored and distributed on a computer-readable recording medium such as a CD-ROM (Compact Disc Read-Only Memory), a DVD (Digital Versatile Disc), an MO (Magneto Optical Disc), or a memory card, and the program may be installed on a computer to configure processors 1101 and 2101 that can realize each function. When each function is realized by sharing the work between an OS (Operating System) and an application, or by cooperation between the OS and an application, only the parts other than the OS may be stored on the recording medium.

[0106] The present invention allows various embodiments and modifications without departing from the broad spirit and scope of the present invention. Furthermore, the above-described embodiments are intended to explain the present invention and do not limit the scope of the present invention. In other words, the scope of the present invention is defined by the claims, not by the embodiments. Various modifications made within the scope of the claims and the meaning of the disclosure equivalent thereto are considered to be within the scope of the present invention. [Explanation of symbols]

[0107] 1 mobility management system, 10 vehicle, 11th vehicle, 20 server, 30 wireless base station, 40 network, 50 repair location, 100,200 movement plan formulation device, 111 vehicle position estimation unit, 112 driving range calculation unit, 113 vehicle information acquisition unit, 114 abnormality detection unit, 115 driving range calculation unit, 116 fault location prediction unit, 117 driving continuation determination unit, 118 plan formulation unit, 120 location information acquisition unit, 130 map database, 140,240 vehicle information database, 150,250 communication module, 160 user interface, 190 vehicle control unit, 1101,2101 processor, 1102 storage device, 1103 communication interface, 1110 bus, 2000 user input screen.

Claims

1. A movement plan formulation device that formulates a movement plan for moving a user to a destination, a location information acquisition unit that acquires a current location of a vehicle in which the user is riding; a map database that stores map information including roads on which the vehicle travels; a processor that searches for a route from the current location to the destination based on the map information, calculates a driving range to the destination, detects an abnormality based on vehicle information indicating the state of the vehicle, calculates a driving range to a predicted failure point where a failure is predicted to occur in the vehicle based on an abnormality symptom, and, if the driving range is equal to or greater than the driving range, formulates the movement plan including a change to a next vehicle different from the vehicle. Movement planning device.

2. the processor determines whether a failure predicted to occur in the vehicle based on the abnormal symptom while the vehicle is in operation is a failure that allows the vehicle to continue traveling, and if the failure is a failure that allows the vehicle to continue traveling, formulates the travel plan for the vehicle to head directly to the destination. The movement planning device according to claim 1 .

3. the processor formulates the movement plan that passes through a repair point located within the driving range from the current location when a failure predicted to occur in the vehicle based on the abnormal symptom is a failure that can be repaired within a predetermined fixed time, and formulates the movement plan that includes a change to the next vehicle when the failure is a failure that cannot be repaired within the predetermined time. The movement planning device according to claim 1 .

4. the processor formulates the movement plan that passes through a repair point for which the sum of the distance or time from the current location to the repair point and the distance or time from the repair point to the destination is shortest; The movement planning device according to claim 3 .

5. the processor formulates the movement plan that passes through a repair point for which the sum of a time required to move from the current location to the repair point, a time required for the repair, and a time required to move from the repair point to the destination is shortest; The movement planning device according to claim 3 .

6. the processor formulates the movement plan including a change to the next vehicle at a vehicle change point located within the driving range from the current location when a failure predicted to occur in the vehicle based on the abnormal symptom while the user is in the vehicle is a failure that cannot be repaired within a predetermined time period or when there is no repair point within the driving range from the current location; The movement planning device according to claim 1 .

7. the processor searches for a vehicle change point where the sum of the distance or time from the current location to the vehicle change point and the distance or time from the vehicle change point to the destination is shortest; The movement planning device according to claim 6 .

8. the processor formulates the travel plan including walking between a location where the user gets off the vehicle, which is located within the driving range from the current location, and a location where the user gets on the next vehicle, when a failure predicted to occur in the vehicle based on the abnormal symptom while the user is in the vehicle is a failure that cannot be repaired within a predetermined time or when there is no repair point within the driving range from the current location; The movement planning device according to claim 1 .

9. the processor acquires the user's priorities regarding selection of the drop-off location and the pick-up location, and formulates the movement plan including getting off the vehicle at the drop-off location selected based on the user's priorities and getting on the next vehicle at the pick-up location. The movement planning device according to claim 8 .

10. a communication module that receives vehicle change information including a vehicle change point to the next vehicle from a server that manages a vehicle group including the vehicle and the next vehicle; the processor formulates the movement plan including a vehicle change to the next vehicle based on the received vehicle change information; The movement planning device according to claim 1 .

11. 11. A movement management system comprising: a vehicle equipped with the movement plan development device according to claim 1; and a server communicatively connected to the vehicle and managing vehicles including the vehicle and the next vehicle.

12. 10. A mobility management system comprising: a server including the mobility plan development device according to claim 1; and the vehicle that is communicatively connected to the server and transmits the vehicle information to the server.

13. Obtain the current location of the vehicle in which the user is riding; searching for a route from the current location to the user's destination based on map information including roads on which the vehicle is traveling, and calculating a driving range to the destination; Detecting an abnormality based on vehicle information indicating the state of the vehicle; calculating a driving range to a predicted failure point where a failure is predicted to occur in the vehicle based on the detected abnormality symptoms; If the travel range is equal to or greater than the travelable range, a travel plan is formulated that includes a change to the next vehicle. How to develop a mobility plan.

14. Computer, a vehicle position estimation unit that estimates the current position of a vehicle in which a user is riding; a travel distance calculation unit that searches for a route from the current location to the user's destination based on map information including roads on which the vehicle is traveling, and calculates a travel distance to the destination; an abnormality detection unit that detects an abnormality based on vehicle information indicating the state of the vehicle; a driving range calculation unit that calculates a driving range to a predicted failure point where a failure is predicted to occur in the vehicle based on the detected abnormal symptom; a planning unit that, when the travel range is equal to or greater than the travelable range, formulates a movement plan including a change to a next vehicle; A program to function as a

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