Information processing device and information processing method

Abstract

To reliably give place to an emergency vehicle and also to keep convenience of a vehicle allocation service.SOLUTION: An information processing device 300 includes a controller for performing: processing to acquire information indicating an approach of an emergency vehicle 9 with respect to a service vehicle 3; processing to determine whether the service vehicle 3 has to take a detour a travel route in order to evacuate from a travel route of the emergency vehicle 9; processing to derive a detour route R2 when the detour is required; processing to calculate a detour cost on the service vehicle 3 due to traveling on the detour route R2; processing to select a transfer getting-on / off place to be used by a user to transfer to another service vehicle 3 when the detour cost satisfies a predetermined condition; and processing to transmit transfer proposal information including at least the transfer getting-on / off place to a terminal device including a display section to display predetermined information which the user can view.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to an information processing device and an information processing method for a vehicle (service vehicle) provided for a user's mobility service. [Background technology]

[0002] The service vehicle travels along a route determined based on the user's dispatch request, and the user gets on and off (or two items are loaded and unloaded) at predetermined points along the route. When a service vehicle encounters an emergency vehicle on its driving route, even if it is driving autonomously (automated driving), it must move out of the way of the emergency vehicle by changing lanes or stopping on the shoulder, just as if it were being driven by a driver. However, depending on the road conditions (such as a small number of lanes or traffic congestion) on the service vehicle's driving route, the service vehicle may not be able to move out of the way on the driving route in time for the emergency vehicle to catch up. In this case, as a second-best measure to ensure that the emergency vehicle can be given way, it is expected that the service vehicle will operate in a detour around its original driving route. For example, Patent Document 1 describes a technology for operating service vehicles (self-driving vehicles) in the event of an emergency, avoiding roads used by emergency vehicles, as an operation that responds to public purposes rather than ride application information (vehicle dispatch requests) from users. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-170264 Summary of the Invention [Problem to be solved by the invention]

[0004] However, when a service vehicle detours to allow an emergency vehicle to proceed, the service vehicle incurs costs due to the detour (detour costs). Depending on the extent of the detour costs, this could have a significant impact on users (such as delays in arrival at the destination), potentially reducing the convenience of the vehicle dispatch service. Therefore, an object of the present disclosure is to provide an information processing device and an information processing method that can reliably give way to emergency vehicles while maintaining the convenience of vehicle dispatch services. [Means for solving the problem]

[0005] An information processing device of one embodiment of the present disclosure is an information processing device mounted on a vehicle provided for a vehicle dispatch service that operates vehicles based on a driving plan in response to a user's vehicle dispatch request, and is equipped with a controller that executes the following processes: acquiring information indicating the approach of an emergency vehicle to a traveling vehicle that is traveling on a driving route in the driving plan; determining whether the traveling vehicle needs to detour the driving route to get out of the path of the emergency vehicle; deriving a detour route that detours the driving route if a detour is necessary; calculating a detour cost that the traveling vehicle will incur by traveling on the detour route; selecting a transfer stop that can be used for a user to transfer from the traveling vehicle to another vehicle if the detour cost satisfies a predetermined condition; and transmitting transfer suggestion information including at least the transfer stop to a terminal device having a display unit that displays predetermined information visible to the user.

[0006] Furthermore, an information processing method according to one aspect of the present disclosure is an information processing method by an information processing device mounted on a vehicle provided for a transportation service that operates a vehicle based on a driving plan including a driving route from a boarding location to a disembarking location in response to a user's request for a ride, and causes a controller to execute the following processes: acquiring information indicating the approach of an emergency vehicle to a traveling vehicle that is traveling on the driving route in the driving plan; determining whether the traveling vehicle needs to detour around the driving route in order to get out of the path of the emergency vehicle; deriving a detour route that detours around the driving route if a detour is necessary; calculating a detour cost that the traveling vehicle will incur by traveling on the detour route; selecting a transfer stop that can be used for a user to transfer from the traveling vehicle to another vehicle if the detour cost satisfies a predetermined condition; and transmitting transfer proposal information including at least the transfer stop to a terminal device having a display that displays predetermined information in a manner that the user can see. [Effects of the Invention]

[0007] According to the present disclosure, it is possible to reliably give way to emergency vehicles while maintaining the convenience of vehicle dispatch services. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram illustrating an example of a vehicle dispatch management system according to an embodiment of the present disclosure. [Figure 2] 2 is a block diagram showing an example of a functional configuration of a first controller in the vehicle dispatch control device shown in FIG. 1. FIG. [Figure 3] FIG. 2 is a block diagram illustrating an example of a functional configuration of a second controller in an information processing device according to an embodiment of the present disclosure. [Figure 4] FIG. 10 is a diagram for explaining the approach of an emergency vehicle to a service vehicle; [Figure 5A] FIG. 10 is a diagram illustrating an example of a detour route derived by an information processing device according to an embodiment of the present disclosure. [Figure 5B] FIG. 10 is a diagram illustrating an example of a transfer point proposed by an information processing device according to an embodiment of the present disclosure. [Figure 6] 1 is a flowchart illustrating an example of an information processing method according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the drawings are schematic and may differ from the actual product. Furthermore, the embodiments of the present invention shown below are examples of devices and methods for embodying the technical concept of the present invention, and the technical concept of the present invention does not limit the structure, arrangement, etc. of component parts to those described below. The technical concept of the present invention can be modified in various ways within the technical scope defined by the claims.

[0010] (composition) 1 is a schematic diagram of an example of a vehicle dispatch system according to an embodiment. The vehicle dispatch system 1 according to the embodiment is a system that provides a vehicle dispatch service that dispatches a vehicle in response to a vehicle dispatch request made by a user. In this specification, a vehicle provided for the vehicle dispatch service of the vehicle dispatch system 1 is referred to as a "service vehicle." The vehicle dispatch system 1 includes a vehicle dispatch control device 2, a plurality of service vehicles 3A, 3B, etc., and an electronic device 4 carried by a user. Hereinafter, the service vehicles 3A, 3B, etc. may be collectively referred to as "service vehicles 3."

[0011] The vehicle dispatch control device 2 includes a communication device 20, a map database (hereinafter referred to as "map DB") 21, a user information database (hereinafter referred to as "user information DB") 22, a reservation information database (hereinafter referred to as "reservation information DB") 23, a vehicle dispatch information database (hereinafter referred to as "vehicle dispatch information DB") 24, and a first controller 25. The communication device 20 provides a communication function between the first controller 25 and an external device. The communication method used by the communication device 20 may be, for example, wired communication or wireless communication via a public mobile communication network, satellite communication, road-to-vehicle communication with the service vehicle 3, or the like. The first controller 25 transmits and receives data to and from the service vehicle 3 and the electronic device 4 via the communication device 20. Note that the first controller 25 in the vehicle dispatch control device 2 in the vehicle dispatch system 1 may be able to receive data via the communication device 20 from a road traffic information management system (not shown) that provides various traffic information in real time, or from an on-board device provided in an emergency vehicle (not shown). This allows the vehicle dispatch control device 2 and the service vehicle 3 to appropriately acquire information, for example, about road closures, congestion, accidents, etc., and information about emergency vehicles.

[0012] The map DB 21 stores map information of the area where the vehicle dispatch system 1 provides vehicle dispatch services. The map information may include road information related to roads in the area where the vehicle dispatch system 1 provides vehicle dispatch services. For example, the map information may be a navigation map (sometimes referred to as a "navigation map" in the following description) that can be used to calculate a route from the boarding point where the user boards the service vehicle 3 to the destination. The navigation map includes, as information for each road, information on road nodes that indicate reference points on road reference lines (for example, the center line of the road) and information on road links that indicate the section configurations of the roads between the road nodes.

[0013] The user information DB22 stores user information, which is information about users who use the vehicle dispatch service provided by the vehicle dispatch system 1. For example, when using the vehicle dispatch service provided by the vehicle dispatch system 1, the user agrees to certain terms of use, etc., creates an account with the vehicle dispatch system 1, and registers necessary information (information such as the passenger user's name, address, and payment account). For example, the user information DB22 may store user identification information and necessary information as user information.

[0014] The reservation information DB23 stores reservation information for the vehicle dispatch service. The reservation information may include, for example, user identification information and user attributes (user attribute information) as information about the user receiving the vehicle dispatch service. The user attribute information may include, for example, the user's age, sex, health condition, and physical strength. Information indicating the health condition may indicate, for example, the presence or absence of injury / illness / disability. Information indicating physical strength may indicate the degree (level) of physical strength, such as normal, slightly low, or low. The user attribute information may also include attribute information of passengers who ride in the service vehicle with the user. The items of the passenger attribute information may be the same as those of the user attribute information described above. The number of passengers may also be included as passenger attribute information. The reservation information may also include the dispatch conditions for the service vehicle 3 desired by the user. The dispatch conditions may include at least the boarding location (desired boarding location), the disembarking location (desired boarding and disembarking location) and the number of passengers desired by the user.

[0015] A location where a user boards or disembarks is called a boarding or disembarking point. In the area covered by the vehicle dispatch service, multiple boarding or disembarking points are set where the service vehicle 3 can stop and where the user can safely board or disembark the stopped service vehicle 3. In the present disclosure, a boarding or disembarking point is a virtual bus stop located at a location indicated in the map information stored in the map DB 21. A user uses the vehicle dispatch service by specifying one of the boarding or disembarking points as the boarding or disembarking point in a vehicle dispatch request. The vehicle dispatch request may include information about the user's departure point and destination. The vehicle dispatch request may also include the maximum arrival time acceptable to the user (the upper limit of the arrival time at the disembarking point). The vehicle allocation information DB 24 stores vehicle allocation information, which is information on the allocation status of the service vehicle 3 allocated to the user. For example, the vehicle allocation information may include identification information of the allocated service vehicle 3, identification information of the user who allocated the service vehicle 3, information on the boarding location where the user boards the service vehicle 3 (i.e., the location where the user and the service vehicle 3 meet), and driving plan information regarding the driving route from the boarding location to the disembarking location where the user disembarks.

[0016] The first controller 25 is a computer device that executes information processing in the vehicle dispatch control device 2. The first controller 25 may include a processor 25a and peripheral components such as a storage device 25b. The processor 25a may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit). The storage device 25b may include any of a semiconductor storage device, a magnetic storage device, and an optical storage device. The storage device 25b may include memories such as a register, a cache memory, a ROM (Read Only Memory) used as a main memory device, and a RAM (Random Access Memory). The functions of the first controller 25 described below are realized by, for example, the processor 25a executing a computer program stored in the storage device 25b. The functions and processing of the first controller 25 will be described later.

[0017] The service vehicle 3 is a vehicle that operates in response to requests from users of the vehicle dispatch service (a so-called on-demand transportation vehicle), and may be, for example, a shared taxi or a robot taxi. For example, the service vehicle 3 is an autonomous vehicle (unmanned vehicle) that drives autonomously (automatically driven by the second controller 37) according to a driving plan transmitted from the vehicle dispatch control device 2 without the involvement of a driver. The service vehicle 3 may also be an autonomous vehicle that is capable of completely autonomous driving, and the so-called level of automation does not matter. The service vehicle 3 may be a vehicle whose driving mode can be switched between a manual driving mode driven by a human driver and an autonomous driving mode. In this case, when the service vehicle 3 is in the manual driving mode, it can assist the driver in driving the service vehicle 3 according to the route information by presenting the driving plan transmitted from the vehicle dispatch control device 2 to the driver. In this specification, an example will be described in which the service vehicle 3 is an autonomous driving vehicle.

[0018] The service vehicle 3 is equipped with a sensor 30, a positioning device 31, a map database (hereinafter referred to as "map DB") 32, a communication device 33, a terminal device 34, a display device 35, on-board equipment 36, a second controller 37, and an actuator 38. The sensor 30 (an example of a surrounding environment acquisition unit) includes an object sensor that detects objects around the service vehicle 3, and a vehicle sensor that detects various information obtained from the service vehicle 3 (vehicle state). The object sensor detects the surrounding environment of the service vehicle 3, such as the relative position between the service vehicle 3 and an object present around the service vehicle 3, the distance between the service vehicle 3 and the object, and the direction in which the object is present. The object sensor may include, for example, a camera that captures the surrounding environment of the service vehicle 3. Furthermore, for example, the object sensor may include a distance measuring device such as a laser range finder (LRF), radar, or LiDAR (Light Detection and Ranging) laser radar. The object sensor outputs surrounding environment information, which is information indicating the detected surrounding environment of the service vehicle 3, to the second controller 37.

[0019] The vehicle sensors may include, for example, a vehicle speed sensor that detects the traveling speed (vehicle speed) of the service vehicle 3, a wheel speed sensor that detects the rotational speed of each tire equipped on the service vehicle 3, a three-axis acceleration sensor (G sensor) that detects the acceleration (including deceleration) in three axial directions of the service vehicle 3, a steering angle sensor that detects the steering angle (including the turning angle), a gyro sensor that detects the angular velocity generated in the service vehicle 3, and a yaw rate sensor that detects the yaw rate. The vehicle sensors output vehicle state information to the second controller 37.

[0020] The positioning device 31 measures the current position and attitude of the service vehicle 3. The positioning device 31 may include, for example, a Global Navigation System (GNSS) receiver. The GNSS receiver may be, for example, a Global Positioning System (GPS) receiver. The positioning device 31 may also include an inertial navigation system. The positioning device 31 outputs current position information of the measured current position to the second controller 37.

[0021] The map DB 32 stores map information. The map information may include navigation map data and high-precision map data suitable for use as a map for autonomous driving (hereinafter simply referred to as a "high-precision map"). Similar to the map DB 21, the map DB 32 also shows boarding and disembarking locations set within the coverage area of ​​the vehicle dispatch service. The communication device 33 provides a communication function between the service vehicle 3 and an external device. The communication method used by the communication device 33 may be, for example, wireless communication via a public mobile communication network, satellite communication, vehicle-to-vehicle communication, or road-to-vehicle communication. The service vehicle 3 (an information processing device 300, described later) transmits and receives data to and from the dispatch control device 2 using the communication device 33. The service vehicle 3 also transmits and receives data to and from a predetermined server device that manages an external system, which is an example of the external device.

[0022] The terminal device 34 is an interface device that exchanges information between the user in the service vehicle 3 and the second controller 37. For example, the terminal device 34 includes at least a display device that outputs visual information output from the second controller 37. The display device displays predetermined information so that the user can visually recognize it. The terminal device 34 may also include a speaker or buzzer that outputs an alarm sound, a notification sound, or audio information. Furthermore, for example, the terminal device 34 includes an operator or a voice input device that accepts user operation input to the second controller 37. The operator may be a mechanical interface device such as a button, switch, lever, dial, or keyboard, or may be a button, switch, lever, dial, or keyboard displayed on a touch panel. Furthermore, for example, if the service vehicle 3 is a manually operated vehicle that is manually driven by a driver, the terminal device 34 may be used as an interface device for exchanging information between the driver and the second controller 37.

[0023] The display device 35 is provided on the outer surface (e.g., roof, front, side and / or rear) of the body of the service vehicle 3, and displays the visual information output by the second controller 37 toward the outside of the service vehicle 3. The display device 35 may be, for example, a display that displays text and image information output by the second controller 37. The in-vehicle devices 36 are various devices mounted on the service vehicle 3. For example, the in-vehicle devices 36 may be in-vehicle audio devices, air conditioning devices, and lighting devices.

[0024] The second controller 37 is an electronic control unit (ECU) that controls the service vehicle 3. The second controller 37 includes a processor 37a and peripheral components such as a storage device 37b. The processor 37a may be, for example, a CPU or an MPU. The storage device 37b may include non-transitory tangible storage media such as registers, cache memory, and memories such as ROM and RAM used as main storage devices. The functions of the second controller 37 described below are realized, for example, by the processor 37a executing computer programs stored in the storage device 37b.

[0025] For example, if the service vehicle 3 is an autonomous vehicle, the second controller 37 performs information processing to drive the service vehicle 3 in accordance with the driving plan transmitted from the dispatch control device 2 based on the surrounding environment information and vehicle status information from the sensor 30, the positioning results from the positioning device 31, and the high-precision map in the map DB 32, and executes autonomous driving control. The actuator 38 operates the steering device, drive device and braking device of the service vehicle 3 in response to control signals generated by the second controller 37 to generate vehicle behavior of the service vehicle 3, thereby automatically driving the service vehicle 3. The actuator 38 includes a steering actuator, an accelerator opening actuator and a brake control actuator.

[0026] In the service vehicle 3 of this embodiment, the second controller 37 and the configuration for inputting data related to information processing in the second controller (sensor 30, positioning device 31, map DB 32, communication device 33 and terminal device 34) constitute the information processing device 300.

[0027] As will be described in more detail below, when the vehicle dispatch control device 2 detects that an emergency vehicle is approaching a service vehicle 3 that is autonomously traveling according to a travel plan, it transmits information related to the approaching emergency vehicle (emergency vehicle information) to the information processing device 300 of the service vehicle 3. Upon acquiring the emergency vehicle information, the information processing device 300 searches for an evacuation area for withdrawing from the path of the emergency vehicle and determines an appropriate evacuation area based on the search results. Furthermore, if no appropriate evacuation area exists, it derives a detour route that bypasses the travel route on which the service vehicle 3 is currently traveling and withdraws from the path of the emergency vehicle. This allows the service vehicle 3 to yield to the emergency vehicle even during autonomous traveling, just as it would during manual driving.

[0028] The electronic device 4 is an information processing device used by users of the vehicle dispatch service. The electronic device 4 is, for example, a portable personal digital assistant or a small, easily portable computer. The electronic device 4 includes a positioning device 40, a communication device 41, a human-machine interface (HMI) 42, and a third controller 43. The positioning device 40 measures the current position of the electronic device 4 (i.e., the current position of the user). The positioning device 40 may include, for example, a GNSS receiver. The GNSS receiver may be, for example, a GPS receiver. The positioning device 40 may also include an inertial navigation system. The positioning device 40 outputs current position information of the electronic device 4 to the third controller 43.

[0029] The communication device 41 provides a communication function between the electronic device 4 and an external device. The communication method used by the communication device 41 may be, for example, wireless communication via a public mobile communication network, satellite communication, etc. The electronic device 4 transmits and receives data to and from the vehicle dispatch control device 2 via the communication device 41. The HMI 42 is an interface device that exchanges information between the electronic device 4 and the user. The HMI 42 includes a display device that displays predetermined information so that the user can see it, and a speaker or buzzer that outputs alarm sounds, notification sounds, and audio information. The HMI 42 also includes controls and a voice input device that accept operation inputs to the electronic device 4 by the user. The controls may be buttons, switches, levers, dials, keyboards, touch panels, etc.

[0030] The third controller 43 is an electronic control unit that controls the operation of the electronic device 4. The third controller 43 includes a processor 43a and peripheral components such as a storage device 43b. The processor 43a may be, for example, a CPU or an MPU. The storage device 43b may include a non-transitory tangible storage medium such as a memory used as a main storage device, such as a ROM or RAM, a memory register, or a cache memory.

[0031] Before reserving a vehicle dispatch service, the user may install dedicated application software for using the vehicle dispatch system 1 in advance on the electronic device 4 and make the reservation using the dedicated application software. Alternatively, the user may use the browser function of the electronic device 4 to reserve a vehicle dispatch service on an internet site that accepts reservations for vehicle dispatch services.

[0032] The electronic device 4 accepts input operations by the user on the HMI 42 regarding reservations for the vehicle dispatch service. For example, the user inputs necessary information such as the user's identification information, the above-mentioned user attribute information, passenger attribute information, and the user's vehicle dispatch conditions (number of passengers, desired boarding location, and desired disembarking location (destination)). The third controller 43 generates a vehicle dispatch request for applying for a reservation for the vehicle dispatch service based on the information input by the user.

[0033] The third controller 43 transmits the information of the vehicle allocation request to the vehicle allocation control device 2 via the communication device 41. The vehicle allocation control device 2 stores the information of the vehicle allocation request in the reservation information DB 23 as reservation information. The dispatch control device 2 selects a service vehicle 3 to be dispatched to the user based on the reservation information, and calculates the route (travel route) that the service vehicle 3 carrying the user will take and the estimated time that the service vehicle 3 will arrive at the desired boarding and disembarking locations based on the user's desired boarding location (desired boarding location) and disembarking location (desired disembarking location) (included in the dispatch request), the arrival limit time, etc. The vehicle dispatch control device 2 transmits the travel route plan information including the derived travel route, scheduled time, etc. to the electronic device 4. The electronic device 4 presents this information to the user via the HMI 42.

[0034] For example, suppose that the vehicle dispatch control device 2 receives a vehicle dispatch request from a predetermined user (user A) and dispatches a service vehicle 3A to user A. In this case, when user A and service vehicle 3A arrive at their respective planned boarding points by the scheduled time, user A gets into service vehicle 3A, and service vehicle 3A starts traveling with user A from the desired boarding point to the desired disembarking point.

[0035] The operation and function of each unit of the vehicle dispatch system 1 of the embodiment will be described in more detail below. Figure 2 is a block diagram showing an example of the functional configuration of the first controller 25 of the vehicle dispatch control device 2. The first controller 25 includes a reservation setting unit 60, a location information acquisition unit 61, a vehicle dispatch unit 62, a driving plan setting unit 63, and an emergency vehicle information transmission unit 64.

[0036] When the reservation setting unit 60 receives a vehicle allocation request from the electronic device 4, it registers the information included in the vehicle allocation request (user identification information, number of passengers, desired boarding location, boarding date and time, and desired disembarking location) in the reservation information DB 23. The location information acquisition unit 61 receives the current location information of the electronic device 4 transmitted from the electronic device 4. The location information acquisition unit 61 also receives the current location information of the service vehicle 3 transmitted from the service vehicle 3.

[0037] The vehicle allocation unit 62 determines the service vehicle 3 to be provided to the user based on the desired boarding location included in the vehicle allocation request and the current location of the service vehicle 3. For example, the vehicle allocation unit 62 may select the service vehicle 3 located closest to the desired boarding location from among the service vehicles 3 that are not currently being used by other users and that can arrive at the desired boarding location by the boarding date and time. The vehicle allocation unit 62 registers the identification information of the selected service vehicle 3 in the vehicle allocation information DB 24.

[0038] The driving plan setting unit 63 derives a driving route from the desired boarding location included in the dispatch request to the desired disembarking location based on the map information stored in the map DB 21. As a result, the desired boarding location and the desired disembarking location become the boarding location and disembarking location on the driving route. In addition, the driving plan setting unit 63 calculates the scheduled time of arrival of the service vehicle 3 at the boarding location as the scheduled meeting time between the user and the service vehicle 3. In addition, the driving plan setting unit 63 calculates the scheduled arrival time of the service vehicle 3 at the disembarking location on the driving route. The driving plan setting unit 63 derives the driving route so that the scheduled arrival time does not exceed the arrival limit time in the dispatch request (reservation information). The driving plan setting unit 63 registers the derived driving route, the boarding points, the disembarking points, the scheduled meeting time, and the scheduled arrival time of the driving route in the vehicle allocation information DB 24. As a result, the driving route derived by the driving plan setting unit 63 based on the vehicle allocation request (reservation information), the boarding points, the disembarking points, the scheduled meeting time, and the scheduled arrival time of the driving route are registered in the vehicle allocation information DB 24 as a driving plan for the vehicle allocation service provided to the user. The driving plan setting unit 63 transmits driving plan information relating to the driving plan to the service vehicle 3 selected by the vehicle allocation unit 62 (that is, the service vehicle 3 provided for use by the user) and the electronic device 4. The electronic device 4 that has received the travel plan information displays on the HMI 42 the travel route, the boarding and disembarking locations along the travel route, the scheduled meeting time, and the scheduled arrival time.

[0039] Furthermore, in the vehicle dispatch control device 2, the emergency vehicle information transmission unit 64 transmits to the service vehicle 3 the approach of an emergency vehicle to the service vehicle 3. The emergency vehicle information transmission unit 64 acquires information (emergency vehicle information) about emergency vehicles traveling within the area covered by the vehicle dispatch service. For example, the emergency vehicle information is transmitted from an in-vehicle device provided in an emergency vehicle traveling within the area covered by the vehicle dispatch service or from a road traffic information service, and is collected in the emergency vehicle information transmission unit 64 via the communication device 20. The emergency vehicle information includes, for example, the type of emergency vehicle, the traveling mode of the emergency vehicle, location information of the emergency vehicle, the speed of the emergency vehicle (average speed, etc.), the traveling route of the emergency vehicle, the destination of the emergency vehicle, etc.

[0040] When the emergency vehicle is in an emergency driving mode (driving with its siren sounding) and there is a service vehicle 3 that is temporarily moving out of the path of the emergency vehicle, the emergency vehicle information transmission unit 64 transmits the approach of the emergency vehicle to the service vehicle 3.

[0041] For example, the emergency vehicle information transmission unit 64 determines whether or not there is a service vehicle 3 to be evacuated based on emergency vehicle information. The emergency vehicle information transmission unit 64 grasps the positional relationship between the service vehicle 3 and the emergency vehicle and recognizes changes in the positional relationship between the service vehicle 3 and the emergency vehicle over time. The change in the positional relationship may be recognized based on emergency vehicle information (position information, destination, or driving route of the emergency vehicle) while referring to the map DB 21 and the dispatch information DB 24. The emergency vehicle information transmission unit 64 extracts, as a traveling vehicle, a service vehicle 3 traveling near the emergency vehicle, for example, based on the position information of the service vehicle 3 and the emergency vehicle. A traveling vehicle is, for example, a service vehicle 3 traveling along a driving route in a driving plan and in which a user is riding. Furthermore, if the road on which the extracted traveling vehicle (service vehicle 3) is traveling is the same as the road on which the emergency vehicle is traveling, the traveling direction of the traveling vehicle is the same as the emergency vehicle, and the distance between the traveling vehicle and the emergency vehicle is becoming shorter over time, the emergency vehicle information transmission unit 64 determines that the traveling vehicle, that is, the service vehicle 3, needs to be evacuated.

[0042] The emergency vehicle information transmission unit 64 may determine whether the lane in which the emergency vehicle and the service vehicle 3 are traveling are the same, instead of the road. If the road is the same, it is not relevant whether the lanes are the same. In other words, even if the lane in which the emergency vehicle and the vehicle are traveling are different, it may be determined that they are traveling on the same road.

[0043] When the emergency vehicle information transmission unit 64 determines that there is a service vehicle 3 (traveling vehicle) to be evacuated, it transmits the latest emergency vehicle information to the service vehicle 3 to be evacuated via the communication device 20. As a result, the service vehicle 3, which is a traveling vehicle, can detect the approach of the emergency vehicle and evacuate from the path of the emergency vehicle to give way. The evacuating of the service vehicle 3 from the path of the emergency vehicle will be described later. The emergency vehicle information transmission unit 64 may continue to transmit emergency vehicle information to the service vehicle 3 to be evacuated until the emergency vehicle passes (until the distance between the emergency vehicle and the service vehicle 3 exceeds a predetermined threshold). This allows the information processing device 300 of the service vehicle 3 to determine the timing to end evacuating from the emergency vehicle (the timing when the emergency vehicle passes) based on the latest emergency vehicle information.

[0044] 3 is a block diagram of an example of the functional configuration of the second controller 37 of the service vehicle 3. The second controller 37 includes a location information transmission unit 70, an automatic driving control unit 71, an emergency vehicle detection unit 72, an arrival time calculation unit 73, a road condition confirmation unit 74, a detour route derivation unit 75, and a transfer setting unit 76. Each of the service vehicles 3 (service vehicles 3A, 3B, etc.) used for the vehicle dispatch service of the vehicle dispatch system 1 includes a second controller 37 having equivalent functions. The position information transmitting unit 70 acquires the position information of the service vehicle 3 from the positioning device 31. The position information transmitting unit 70 transmits the position information to the vehicle dispatch control device 2 via the communication device 33.

[0045] The autonomous driving control unit 71 executes autonomous driving control to drive the service vehicle 3 in accordance with the driving plan information transmitted from the vehicle dispatch control device 2. For example, the autonomous driving control unit 71 calculates a target driving trajectory for driving the service vehicle 3 based on the current position and attitude of the service vehicle 3, the driving route in the driving plan information, a high-precision map, and the surrounding environment of the service vehicle 3. For example, the autonomous driving control unit 71 generates a route space map that represents the route around the service vehicle 3 and the presence or absence of objects, and a risk map that quantifies the degree of risk during driving, and generates a target driving trajectory based on the motion characteristics of the service vehicle 3, vehicle state information, the route space map, and the risk map. Then, the autonomous driving control unit 71 drives the actuator 38 so that the service vehicle 3 drives along the generated target driving trajectory. Furthermore, when the emergency vehicle detection unit 72 detects the approach of an emergency vehicle, the automatic driving control unit 71 corrects the generated target driving trajectory and temporarily moves the service vehicle 3 out of the path of the emergency vehicle.

[0046] The emergency vehicle detection unit 72 acquires emergency vehicle information, which is information indicating the approach of an emergency vehicle to the host vehicle (service vehicle 3), which is a traveling vehicle. The emergency vehicle detection unit 72 receives the emergency vehicle information transmitted from the vehicle dispatch control device 2 by the communication device 33. As a result, the service vehicle 3 detects the approach of the emergency vehicle to the host vehicle. The arrival time calculation unit 73 calculates an estimated time until the emergency vehicle arrives at (catches up with) the service vehicle 3 (own vehicle) based on the emergency vehicle information acquired by the emergency vehicle detection unit 72. For example, the arrival time calculation unit 73 calculates an estimated time indicating the remaining time until the emergency vehicle arrives at the own vehicle based on the position information and speed of the service vehicle 3 and the position information, speed, etc. of the emergency vehicle in the emergency vehicle information.

[0047] The road condition checking unit 74 determines whether or not the service vehicle 3, which is a traveling vehicle, needs to detour from the travel route on which it is traveling (the travel route in the travel plan) in order to move out of the path of the emergency vehicle. 4 is a diagram schematically showing a service vehicle 3A, which is a traveling vehicle traveling on a travel route R1, and an emergency vehicle approaching the service vehicle 3A. In this example, an emergency vehicle 9 is approaching the service vehicle 3 traveling on the travel route R1, and the emergency vehicle detection unit 72 acquires emergency vehicle information. In this case, the service vehicle 3 is required to stop or enter a nearby area and give way to the emergency vehicle 9 before the service vehicle 3A catches up with the service vehicle 3A.

[0048] The road condition checking unit 74 may determine whether or not the service vehicle 3A can escape from the emergency vehicle 9 on the travel route R1 on which the service vehicle 3A is traveling, and if it is determined that escape is not possible, may determine that the service vehicle 3A needs to detour off the travel route on which the service vehicle 3 is traveling. For example, the road condition checking unit 74 may determine whether or not there is an escape area on the travel route R1 on which the service vehicle 3A is traveling to escape from the path of the emergency vehicle 9, and if there is no escape area, may determine that the service vehicle 3 needs to detour off the travel route R1 on which the service vehicle 3 is traveling.

[0049] Here, the evacuation area refers to an area that the service vehicle 3, which is a traveling vehicle, can reach within the estimated time and where the traveling vehicle can stop. For example, if the farthest point that the service vehicle 3 can reach within the estimated time is intersection C2 shown in Figure 4, the evacuation area would be an area from the current position near intersection C1 to intersection C2 where the service vehicle 3 can stop. Note that the area within the intersection and within a predetermined distance (for example, 5 m) from the intersection does not qualify as an evacuation area.

[0050] Candidates for the evacuation area may include, for example, pick-up and drop-off points set in the target area of ​​the vehicle dispatch service, and non-boarding and drop-off areas that are not suitable for users to board and disembark from the service vehicle 3 but can be used to temporarily evacuate a traveling vehicle (for example, service vehicle 3A). The non-boarding and drop-off areas may be, in descending order of safety, areas with vehicle protection fences (guardrails, etc.) and plantings, private land (parking lots, driveways within facilities, etc.) that the service vehicle 3 can enter and travel around, and areas (spaces) between parked vehicles on the road. The road condition confirmation unit 74 may preferentially determine as the evacuation area a boarding / alighting location that the service vehicle 3, which is a traveling vehicle, can reach within the estimated time. Also, if the candidate that can be reached within the estimated time is only a non-boarding / alighting area, the nearest non-boarding / alighting area may be determined as the evacuation area, or a non-boarding / alighting area with high safety may be preferentially determined as the evacuation area.

[0051] When the road condition confirmation unit 74 determines the evacuation area, it refers to the map DB 32 to acquire location information of the evacuation area and outputs the acquired location information to the automatic driving control unit 71. The automatic driving control unit 71 adds the location information of the evacuation area to the driving route during driving and adjusts the driving plan so that the vehicle passes through the evacuation area and heads to the destination (drop-off point). This allows the service vehicle 3 (e.g., service vehicle 3A), which is the driving vehicle, to wait in the evacuation area for the emergency vehicle to pass and then return to the original driving route. When the road condition confirmation unit 74 determines that the emergency vehicle has passed, it outputs data indicating the passage of the emergency vehicle to the automatic driving control unit 71. The road condition confirmation unit 74 may detect the passage of the emergency vehicle based on the surrounding environment information output from the sensor 30, or may detect the passage of the emergency vehicle based on the location information of the latest emergency vehicle information received from the vehicle dispatch control device 2 (emergency vehicle information transmission unit 64).

[0052] When it is necessary to detour the travel route on which the traveling vehicle (service vehicle 3) is traveling in order to move out of the path of the emergency vehicle, the detour route deriving unit 75 derives a detour route that detours around the travel route. 5A is a diagram showing an example of a detour route derived by the detour route derivation unit 75. For example, when the road condition confirmation unit 74 determines that there is no evacuation area on the travel route R1 of the service vehicle 3A, the detour route derivation unit 75 determines that a detour from the travel route R1 is necessary and derives the detour route R2. This allows the service vehicle 3A to give way to the emergency vehicle 9. In response to a request for derivation of a detour route from the road condition confirmation unit 74, the detour route derivation unit 75 may derive a detour route R2 that allows escape from the path of the emergency vehicle 9 based on emergency vehicle information, the current position of the traveling vehicle (service vehicle 3A), map information in the map DB 32, and the traveling route R1 in the traveling plan. In this example, the detour route R2 is a route that turns left at the intersection C1, goes around the section B1, and returns to the original travel route R1 at the intersection C2. The detour route R2 may be, for example, a route that allows the vehicle to return to the travel route R1 in the shortest distance or in the shortest time among candidate detour routes that allow the vehicle to escape from the path of the emergency vehicle 9.

[0053] The transfer setting unit 76 suggests to the user in the traveling vehicle that they transfer to another service vehicle 3 when the detour cost, which is the cost incurred by the traveling vehicle (service vehicle 3) by traveling along the detour route derived by the detour route derivation unit 75, satisfies a predetermined condition (condition related to the degree of the detour cost). A traveling vehicle (service vehicle 3) traveling on a detour route incurs a detour cost, which is the cost required to detour the traveling route while traveling (to move out of the way of the emergency vehicle). The detour cost may be, for example, the traveling time to reach the drop-off point in the trip plan on a detour route (e.g., detour route R2). If the traveling time on the detour route becomes significantly longer than the original traveling route in the trip plan (e.g., traveling route R1), that is, if the detour cost increases, a significant delay may occur in the arrival time of the service vehicle 3 at the drop-off point. In this case, there may be an impact on the user traveling on the traveling vehicle (service vehicle 3), such as a delay in arrival at the destination or a change in plans, which may impair the convenience of the ride-hailing service. The information processing device 300 according to this embodiment determines whether the detour cost satisfies a predetermined condition, and, depending on the detour cost, suggests to the user in the traveling vehicle (service vehicle 3) that they transfer to another service vehicle 3. This makes it possible to suppress an increase in the detour cost and maintain the convenience of the vehicle dispatch service, even when the traveling vehicle (service vehicle 3) travels on a detour route to get out of the way of an emergency vehicle.

[0054] The transfer setting unit 76 has a transfer determination unit 761 and a transfer plan creation unit 762. The processing in the transfer setting unit 76 (the processing of the transfer determination unit 761 and the transfer plan creation unit 762) may be performed when a detour route is derived, or may be performed while the service vehicle 3 is traveling on the detour route. It is also assumed that the determination result by the transfer determination unit 761 and the presence or absence of a service vehicle 3 (transfer vehicle) available for transfer may differ depending on road conditions (traffic congestion, etc.). For this reason, the processing in the transfer setting unit 76 may be performed multiple times at a predetermined cycle. The transfer determination unit 761 calculates the detour cost, and determines whether or not to suggest a transfer to a user on a moving vehicle based on the calculated detour cost. The transfer determination unit 761 calculates, for example, the travel time (detour travel time) of the traveling vehicle when traveling from the current location of the traveling vehicle to the drop-off location in the travel plan via a detour route. In the example shown in FIG. 5A, the transfer determination unit 761 calculates, as the detour cost, the detour travel time (minutes) when returning to the travel route R1 from the current location of the service vehicle 3A via the detour route R2 and traveling to the drop-off location in the travel plan. The transfer determination unit 761 determines to suggest a transfer to the user when the detour cost (detour travel time) satisfies a predetermined condition. Note that, since the emergency vehicle 9 is approaching the service vehicle 3A, the time until the emergency vehicle 9 passes and evacuation is no longer necessary (for example, the time until the intersection C2 is passed) is shorter than the time (return time) until the service vehicle 3A returns to the travel route R1 via the detour route R2 (the travel distance of the emergency vehicle 9 until it passes the service vehicle 3A is shorter than the detour route R2). This allows the service vehicle 3A to reliably give way to the emergency vehicle 9 by traveling along a detour route. More specifically, the transfer determination unit 761 determines whether a user aboard the service vehicle 3, which is a traveling vehicle, accepts the detour cost. If the user does not accept the detour cost, the transfer determination unit 761 determines that the detour cost satisfies a predetermined condition and proposes a transfer to the user. The transfer determination unit 761 calculates a delay time that will occur if the traveling vehicle travels a detour route based on the detour cost, and determines whether the user accepts the delay time. The transfer determination unit 761 compares the travel time (initial travel time) from the current location to the drop-off location when traveling along the travel route in the travel plan (in this example, travel route R1) with the detour travel time, which is the detour cost, and calculates the difference (increase in time) between the initial travel time and the detour travel time as the delay time. For example, if the initial travel time is 30 minutes and the detour travel time is 35 minutes, the delay time is 5 minutes. However, this is not limited to this, and the detour arrival time may be calculated by adding the detour driving time to the current time, and the difference (increased time) between the detour arrival time and the scheduled arrival time in the driving plan may be calculated as the delay time. In this way, in this embodiment, the fact that the detour cost satisfies the predetermined condition indicates that the user does not accept the impact of an increase in the detour cost on the user (for example, delays due to an extension of the detour travel time). Note that the impact of an increase in the detour cost on the user is not limited to the delays described above, but may also include an extension of the ride time due to an increase in the detour travel time, an increase in the fare due to an increase in the detour travel time, and the like. In other words, if the diversion determination unit 761 determines that the user does not accept any of these impacts, it may be determined that the predetermined condition is satisfied.

[0055] If the calculated delay time exceeds a user tolerance value indicating the upper limit of the delay time that the user can tolerate, the transfer determination unit 761 determines that the user does not tolerate the detour cost and determines to suggest a transfer to the user who is riding in the moving vehicle. Here, the user tolerance value may be calculated based on the arrival limit time included in the dispatch request (reservation information). For example, the difference between the arrival limit time and the scheduled arrival time corresponds to the user tolerance value (minutes). For example, if the arrival limit time is "11:30" and the scheduled arrival time is "11:20", the user tolerance value is 10 minutes. In this case, if the delay time based on the detour driving time (detour cost) is 5 minutes, the transfer determination unit 761 determines that the user accepts the detour cost. Also, if the delay time is 15 minutes, the transfer determination unit 761 determines that the user does not accept the detour cost. In addition, the transfer determination unit 761 may determine that the user accepts the detour cost if the detour arrival time does not exceed the arrival limit time, and may determine that the user does not accept the detour cost if the detour arrival time exceeds the arrival limit time. Furthermore, if the delay time does not exceed the user tolerance value, the transfer determination unit 761 determines that the user accepts the detour cost, and outputs a detour route (for example, detour route R2) to the automatic driving control unit 71. As a result, when the automatic driving control unit 71 reaches an intersection C1 after traveling along travel route R1, for example, it turns left at the intersection C1 and travels along detour route R2.

[0056] The detour cost may be the travel distance of the detour route taken by the travelling vehicle (service vehicle 3). For example, the detour cost may be a value indicating the increase (Km) in travel distance due to the detour route. In this case, the transfer determination unit 761 may compare the travel distance (initial travel distance) of the travel route (original travel route) in the travel plan with the travel distance (detour travel distance) if the detour route is taken, and calculate the increase (Km) in travel distance of the detour travel distance relative to the initial travel distance as the detour cost. Note that if the detour travel distance is shorter than the initial travel distance, no detour cost is incurred. If the detour cost is an increase in the travel distance, the delay time may be calculated based on the detour travel distance.

[0057] When the transfer determination unit 761 determines that the user does not accept the detour cost, the transfer plan creation unit 762 creates a transfer plan for the user to transfer to a transfer vehicle (e.g., service vehicle 3B) that is another service vehicle 3 other than the user's own vehicle (e.g., service vehicle 3A) that is the traveling vehicle in which the user is riding. The transfer plan may include, for example, transfer stops that are stops available for the user to transfer from the traveling vehicle (service vehicle 3A) to the transfer vehicle (service vehicle 3B) and information about the transfer vehicle. The transfer plan creation unit 762 selects a transfer stop that can be used for the user to transfer from the service vehicle 3A, which is a traveling vehicle, to the service vehicle 3B (transfer vehicle), which is another service vehicle 3, when the detour cost satisfies a predetermined condition. For example, the transfer plan creation unit 762 selects a transfer stop when the user does not accept the detour cost of traveling along the detour route R2 and the transfer determination unit 761 determines that the detour cost satisfies a predetermined condition (for example, a condition indicating the impact of an increase in the detour cost on the user). When the transfer plan creation unit 762 selects a transfer stop, it transmits transfer proposal information including at least the transfer stop to a terminal device (at least one of the electronic device 4 or the terminal device 34). As a result, a transfer is proposed to the user depending on the detour cost when evacuating from the path of the emergency vehicle.

[0058] The selection of transfer points in a transfer plan will be described in detail below. In this embodiment, the transfer plan creation unit 762 acquires user attribute information indicating the attributes of the user riding in the traveling vehicle (service vehicle 3A) and selects a transfer stop according to the user attribute information. The transfer stop may include a transfer stop where the user disembarks from the traveling vehicle to transfer and a transfer stop where the user boards another vehicle. The user attribute information may be transmitted to the information processing device 300 in response to a user attribute request transmitted by the transfer plan creation unit 762 to the dispatch control device 2 via the communication device 33, or may be transmitted from the dispatch control device 2 (dispatch unit 62) to the information processing device 300 together with the travel plan information of the service vehicle 3A.

[0059] The transfer plan creation unit 762 may calculate an acceptable travel distance for the user when transferring based on the user attribute information, and select a transfer boarding location and a transfer disembarking location within the range of the travel distance. For example, the travel distance may be calculated by multiplying a predetermined maximum distance (e.g., 50 m) by an attribute coefficient calculated based on user attribute information. The attribute coefficient may be a numerical value obtained by converting a consideration attribute, which indicates information among the user attribute information that should be considered when calculating the travel distance, from the user attribute information. The consideration attribute may be, for example, the age, health condition, physical strength, number of passengers, etc. of the user or passenger. For example, if the user or passenger is an infant or an elderly person, if the user's health condition is not good (if the user has an injury, illness, disability, etc.), or if the user's physical strength is not normal (if the user has a slightly low or low level), the attribute coefficient may be set to less than 1 (e.g., 0.5). Similarly, if the number of passengers is three or more, the attribute coefficient may be set to less than 1. As a result, a distance shorter than the maximum value (e.g., 25 m = 50 m × 0.5) is calculated as the travel distance, thereby reducing the burden on the user (and passengers) riding in the service vehicle 3A, which is a traveling vehicle, when transferring vehicles. The attribute coefficient may be set in stages depending on the content of the user attribute information. For example, if the age of the user or passenger is 80 years or older or younger than 3 years old, the attribute coefficient may be set to a smaller value (e.g., 0.2) than in other cases.

[0060] The method of calculating the travel distance is not limited to the above, and it may be calculated based on a travel distance table that associates user attribute information (consideration attributes) with travel distance values, or multiple consideration attributes may be assigned scores according to their content, so that the higher the score, the shorter the travel distance. The user attribute information may also include the amount of luggage (weight, number, etc.) of the user, and the amount of luggage may be used as a consideration attribute. In this case, the attribute coefficient may be calculated so that the greater the amount of luggage (weight, number), the shorter the travel distance. In addition, the user may specify an acceptable travel distance (allowable travel distance) in the dispatch request, and the transfer plan creation unit 762 may calculate the travel distance to be used in selecting the transfer point based on the above-mentioned allowable travel distance included in the reservation information (dispatch request).

[0061] In this embodiment, the user's transfer of the service vehicle 3 is proposed to suppress an increase in detour costs and maintain the convenience of the dispatch service. Therefore, it is assumed that the arrival time at the drop-off point in the trip plan (transfer arrival time) when a transfer is implemented will not exceed the arrival limit time in the trip request (reservation information). In other words, it is assumed that the travel time (transfer travel time) of the traveling vehicle (service vehicle 3A) and the transfer vehicle (service vehicle 3B) when a transfer is implemented will not increase significantly. The transfer travel time is, for example, the sum of the travel time of the traveling vehicle traveling along the detour route to arrive at the transfer drop-off point and the travel time of the transfer vehicle returning from the transfer boarding point to the travel route in the trip plan and arriving at the drop-off point in the trip plan. The route for returning from the transfer boarding point to the travel route in the trip plan is called the return route. The transfer travel time may be calculated based on the travel distance of the detour route (the distance to the transfer drop-off point) and the travel distance of the return route.

[0062] The transfer plan creation unit 762 may set a transfer range, which is a range (area) within which a transfer stop is selected, based on the travel distance. For example, the transfer plan creation unit 762 may set a transfer area to an area including roads that the user can cross. Roads that the user can cross refer to roads that can be crossed by, for example, a crosswalk, a footbridge, or an underground passage. For example, the transfer area may be an area including the detour route derived by the detour route derivation unit 75 and higher-level traversable roads. The transfer area may be set within a predetermined distance from, for example, the starting point of the detour route (a branching point from the travel route in the travel plan). This allows the user to select a transfer stop on the opposite lane that is accessible on foot from the transfer stop, thereby suppressing an increase in transfer travel time and maintaining the convenience of the ride-hailing service. Note that the transfer area is not limited to a detour route, but may be set on a road that the traveling vehicle (service vehicle 3A) can enter by turning right or left from the road it is traveling on and that allows the traveling vehicle to return to the travel route in the oncoming lane.

[0063] The transfer plan creation unit 762 may first select a point (boarding / alighting point) on the detour route where the user can get off the service vehicle 3A, which is a traveling vehicle, as a transfer point, and set a transfer area based on the transfer point. For example, the transfer plan creation unit 762 may select a point (boarding / alighting point) on the detour route that is within a predetermined distance from the starting point of the detour route as a transfer point, and set a transfer area (for example, an area with a radius centered on the transfer point and within the above-mentioned travel distance) based on the transfer point. This can reliably suppress an increase in transfer travel time. For example, the transfer area may be set within a distance of less than half of the entire detour route from the starting point of the detour route, and more preferably within a distance of less than one-third of the entire detour route, based on the transfer point. This can more reliably suppress an increase in transfer travel time. However, without being limited to this, when the service vehicle 3A, which is a traveling vehicle, is traveling on a detour route, the transfer plan creation unit 762 may select a point (boarding and disembarking point) within a predetermined distance from the current position of the service vehicle 3A as a transfer and disembarking point, and set a transfer area whose radius is within the above-mentioned travel distance based on the transfer and disembarking point. This makes it possible to reliably suppress an increase in transfer travel time even when traveling on a detour route.

[0064] The transfer plan creation unit 762 may select, as a transfer boarding point, another boarding point within the set transfer area that is within the range of the travel distance from the point (boarding point) that will be the transfer boarding point. This makes it possible to select a transfer boarding point that allows a transfer while suppressing an increase in the burden on the user, within an acceptable travel distance for the user riding in the service vehicle 3A, which is a traveling vehicle. The transfer plan creation unit 762 may also derive a walking route from the selected transfer and alighting location to the transfer boarding location, and calculate the estimated time (transfer boarding time) that the user will arrive at the transfer boarding location based on the walking route. The transfer boarding time may be calculated based on the estimated time (transfer alighting time) that the service vehicle 3A will travel along a detour route and arrive at the transfer alighting location, and the walking route. The transfer plan creation unit 762 may also transmit the walking route and estimated transfer time to a terminal device (electronic device 4, terminal device 34 of the information processing device 300) as transfer proposal information. This allows more detailed information to be provided to the user when a transfer proposal is made, enabling the user to transfer smoothly.

[0065] Next, the selection of transfer vehicles in a transfer plan will be described. The transfer plan creation unit 762 may determine another service vehicle 3 that can arrive at the transfer boarding point within a predetermined time as a transfer vehicle, and transmit transfer proposal information including information indicating the transfer vehicle to the terminal device. This reduces the time wasted waiting for the arrival of a transfer vehicle when the user transfers, and makes it possible to provide the user with more detailed information when proposing a transfer. The transfer plan creation unit 762 may determine, for example, another service vehicle 3 (service vehicle 3B) that can arrive at the transfer boarding point by the transfer boarding time as the transfer vehicle. However, without being limited to this, the transfer plan creation unit 762 may calculate, based on the transfer travel time, the limit of departure time (transfer limit time) of the transfer boarding point that will enable the vehicle to arrive at the disembarking point in the travel plan by the arrival limit time, and determine another service vehicle 3 that can arrive at the transfer boarding point by the transfer limit time as the transfer vehicle.

[0066] The transfer plan creation unit 762 may, for example, acquire information (neighborhood vehicle information) about service vehicles 3 located near the transfer point from the vehicle dispatch control device 2, extract candidate transfer vehicles based on the neighboring vehicle information, and determine the service vehicle 3 that can arrive at the transfer point earliest among the candidates as the transfer vehicle. The vehicle dispatch control device 2 may, for example, extract the neighboring vehicle information based on the dispatch information in the vehicle dispatch information DB 24, or may have a vehicle information database (not shown) that stores vehicle information about multiple service vehicles 3 available for use by users. The vehicle information may include, for example, information about a vehicle ID, vehicle attributes (vehicle registration number, vehicle type, maximum number of passengers / maximum load capacity, etc.), a current travel plan, a current location, and a current status (service status, remaining battery capacity, number of passengers, luggage load, etc.). In this case, the current location of the service vehicle 3 may be updated as needed based on location information transmitted from the information processing device 300 of each service vehicle 3. Furthermore, the transfer plan creation unit 762 may determine a transfer vehicle by performing vehicle-to-vehicle communication with other service vehicles 3 in the vicinity of the traveling vehicle (service vehicle 3A) via the communication device 33. Each service vehicle 3 (information processing device 300) may store vehicle information about its own vehicle.

[0067] Here, a specific example of a transfer plan created by the transfer plan creating unit 762 will be described. Fig. 5B is a diagram for schematically explaining transfer points and transfer areas in a transfer plan. The transfer plan creation unit 762 sets an area A including a crosswalk Cw (a road that the user can cross) as a transfer area, and selects a transfer point VS2 at another point Pt2 within area A that is within a travel distance D from a transfer point VS1 at point Pt1, which is the transfer point within area A. For example, the transfer plan creation unit 762 may select, as a transfer point, a transfer point VS1 that is set at point Pt1 on detour route R2 that can be reached in the shortest distance from the original travel route R1, and set, as a transfer area, an area A whose radius is within a travel distance D that is acceptable to the user and centered on the transfer point VS1. In this case, a transfer point located on the opposite lane of point Pt1 within area A may be selected as a transfer point. This allows a transfer point (in this example, a transfer point VS2 at point Pt2) that is within the travel distance D from the transfer point (transfer point VS1) and that allows easy return to travel route R1 to be selected as a transfer point. The boarding and alighting point VS2 may be the boarding and alighting point in the area A that is closest to the travel route R1.

[0068] The transfer plan creation unit 762 may determine, as a transfer vehicle, a service vehicle 3B that is a service vehicle 3 that can arrive at the boarding / alighting point VS2, which is a transfer boarding point, within a predetermined time, based on, for example, nearby vehicle information received from the vehicle dispatch control device 2. In this example, the service vehicle 3B may be the vehicle that can arrive at the boarding / alighting point VS2 the earliest among the service vehicles 3 that exist in the vicinity of the boarding / alighting point VS2, which is a transfer boarding point. In this example, the user transfers based on the transfer proposal information transmitted to the terminal device (electronic device 4 or terminal device 34). For example, the user disembarks from the service vehicle 3A he / she was riding in at the transfer and disembarking point VS1, crosses the crosswalk Cw on foot to the transfer and disembarking point VS2, and boards the transfer vehicle, service vehicle 3B, at the transfer and disembarking point VS2. At this time, the service vehicle 3A travels along the detour route R2 to the transfer and disembarking point VS1, and the service vehicle 3B returns from the transfer and disembarking point VS2 to the travel route R1 and heads for the disembarking point in the travel plan. In this example, the sum (return distance) of the distance of the detour route R2 to the transfer and disembarking point VS1 and the travel distance of the return route R20 is shorter than the travel distance of the entire detour route R2. Therefore, the transfer travel time is shorter than the detour travel time when traveling the entire detour route R2. Therefore, by making this transfer, the user can arrive at the drop-off point earlier than if the user were to head to the drop-off point in the travel plan by service vehicle 3A that travels the entire detour route R2 without making a transfer.

[0069] Because the emergency vehicle 9 is approaching the service vehicle 3A at the time of transfer, the travel distance of the emergency vehicle 9 until it passes the service vehicle 3A (for example, until it passes intersection C1) is shorter than the return distance. Furthermore, the travel time until the emergency vehicle 9 passes the service vehicle 3A is at least shorter than the time until the service vehicle 3B returns to the travel route R1 after the user transfers. Note that the information processing device 300 (automatic driving control unit 71) of the service vehicle 3B may determine whether the emergency vehicle 9 has passed when departing from the transfer point, in the same way as when returning to the evacuation area or travel route.

[0070] When the transfer plan creation unit 762 creates a transfer plan including transfer points and transfer vehicles, it may transmit transfer proposal information including the transfer plan to a terminal device (electronic device 4, terminal device 34 of the information processing device 300). When the transfer plan creation unit 762 receives consent information from the terminal device indicating that the user consents to the transfer, it instructs the automatic driving control unit 71 (an example of a driving control unit) to drive to the transfer point. In other words, it performs driving control to drive the traveling vehicle (service vehicle 3A) to the transfer point. This allows the transfer to be carried out in accordance with the user's intention, and the convenience of the ride-hailing service can be more reliably maintained. Furthermore, if the transfer plan creation unit 762 has not received the consent information from the terminal device, it instructs the automatic driving control unit 71 to travel on a detour route (in this example, detour route R2). That is, it performs driving control to make the traveling vehicle (service vehicle 3A) travel on a detour route. As a result, by traveling on a detour route when the user does not want to transfer, consideration is given to users who find transferring a burden, and the convenience of the vehicle dispatch service can be maintained.

[0071] (operation) Fig. 6 is a flowchart of an example of the operation of the information processing device 300 in the service vehicle 3. Here, using Fig. 6 together with Fig. 4, a process executed by the second controller 37 when the service vehicle 3, which is a traveling vehicle, retreats from the path of the emergency vehicle will be described. In step S1, the second controller 37 (emergency vehicle detection unit 72) determines whether or not an emergency vehicle is approaching the service vehicle 3 (for example, service vehicle 3A), which is the host vehicle (traveling vehicle). If new emergency vehicle information has been acquired from the vehicle dispatch control device 2, the emergency vehicle detection unit 72 determines that an emergency vehicle is approaching and proceeds to step S2 (step S1: Y). On the other hand, if new emergency vehicle information has not been acquired from the vehicle dispatch control device 2, the second controller 37 waits until emergency vehicle information is acquired (step S1: N).

[0072] In step S2, the second controller 37 (arrival time calculation unit 73) calculates an estimated time required for the emergency vehicle to arrive at the subject vehicle. In step S3, the second controller 37 (road condition confirmation unit 74) determines whether the service vehicle 3A can evacuate (evacuate from the path of the emergency vehicle) on the travel route (for example, travel route R1) in the travel plan. That is, the road condition confirmation unit 74 determines whether it is necessary to detour the travel route in order to evacuate from the path of the emergency vehicle. If there is no evacuation area on the travel route that can be reached within the estimated time, the road condition confirmation unit 74 determines that it is necessary to detour the travel route, and proceeds to step S5 (step S3: Y). On the other hand, if there is an evacuation area, the road condition confirmation unit 74 determines that it is not necessary to detour the travel route, and proceeds to step S4 (step S3: N).

[0073] In step S4, the second controller 37 (road condition confirmation unit 74) outputs position information of an evacuation area on the driving route (for example, an evacuation area that can be reached in the shortest time) to the automatic driving control unit 71. As a result, the service vehicle 3A travels to the evacuation area and waits until the emergency vehicle passes. In step S5, the second controller 37 (detour route deriving unit 75) derives a detour route (for example, detour route R2) for evacuating from the path of the emergency vehicle. In step S6, the second controller 37 (transfer determination unit 761) calculates the detour cost. In step S7, the second controller 37 (transfer determination unit 761) determines whether the user accepts the detour cost. The transfer determination unit 761 calculates the delay time due to traveling on the detour route based on the detour cost (detour travel time), and if the delay time does not exceed the user tolerance value based on the arrival limit time in the dispatch request, it determines that the user accepts the detour cost and proceeds to step S15 (step S7: Y). On the other hand, if the delay time exceeds the user tolerance value, the transfer determination unit 761 determines that the user does not accept the detour cost (the detour cost satisfies the condition (predetermined condition) for suggesting a transfer), and outputs information indicating the detour route R2 to the automatic driving control unit 71 as necessary, and proceeds to step S8 (step S7: N).

[0074] In step S8, the second controller 37 (transfer plan creation unit 762) calculates the travel distance during transfer that is acceptable for the user (and fellow passengers) aboard the service vehicle 3A in order to propose a transfer. For example, the transfer plan creation unit 762 calculates the travel distance D based on the user attribute information. In step S9, the second controller (the transfer plan creation unit 762) sets a transfer area near the travel route (original travel route) in the travel plan. For example, the transfer plan creation unit 762 selects, as the transfer area, a boarding and alighting point VS1 at a point Pt1 within a predetermined distance from the starting point of the detour route R2, and sets an area A within a range having a radius of the travel distance D centered on the transfer and alighting point as the transfer area. In step S10, the second controller 37 (transfer plan creation unit 762) selects a transfer point within the transfer area that is acceptable to the user. For example, the transfer plan creation unit 762 selects, as the transfer point, a boarding and alighting point VS2 at a point Pt2 that is within a travel distance D from the transfer point (boarding and alighting point VS1) within area A that is the transfer area.

[0075] In step S11, the second controller 37 (transfer plan creation unit 762) determines whether or not there is a service vehicle 3 that can accommodate the transfer. For example, if there is a service vehicle 3B that can arrive at the transfer point VS2, which is the transfer boarding point, within a predetermined time, the transfer plan creation unit 762 determines the service vehicle 3B as a service vehicle 3 that can accommodate the transfer (transfer vehicle), and proceeds to step S12 (step S11: Y). On the other hand, if there is no service vehicle 3 that can arrive at the transfer point VS2, which is the transfer boarding point, within the predetermined time, the transfer plan creation unit 762 determines that there is no service vehicle 3 that can accommodate the transfer, that is, the situation is not one in which a transfer is possible, and outputs information indicating a detour route R2 to the automatic driving control unit 71 as necessary, and proceeds to step S15 (step S12: N).

[0076] In step S12, the second controller 37 (transfer plan creation unit 762) transmits transfer proposal information including at least information indicating transfer locations to the terminal device (electronic device 4, terminal device 34). In step S13, the second controller 37 (transfer plan creation unit 762) determines whether or not transfer acceptance information indicating acceptance of the transfer has been received from the terminal device. For example, if the transfer plan creation unit 762 determines that transfer acceptance information has been received from the terminal device, the process proceeds to step S14 (step S13: Y). For example, the transfer acceptance information is transmitted to the information processing device 300 when the user performs an input operation (for example, pressing a displayed "Accept" button) on the terminal device that presents (displays) the transfer proposal information. On the other hand, if the transfer plan creation unit 762 determines that transfer acceptance information has not been received from the terminal device, the transfer plan creation unit 762 outputs information indicating the detour route R2 to the automatic driving control unit 71 as necessary, and proceeds to step S15 (step S13: N). For example, the transfer plan creation unit 762 may determine that transfer acceptance information has not been received when transfer rejection information rejecting the transfer proposal is sent to the information processing device 300 by the user performing an input operation on the terminal device (for example, pressing a displayed ``Do not accept'' button).

[0077] In step S14, the second controller 37 (transfer plan creation unit 762) outputs the location information of the transfer point (for example, boarding and alighting point VS1) to the automatic driving control unit 71, and drives the vehicle (traveling vehicle) to the transfer point. This allows the transfer to be carried out based on the user's consent. At this time, the transfer plan creation unit 762 may also transmit a transfer plan (information indicating the transfer points and the transfer vehicle) to the vehicle dispatch control device 2. For example, the first controller 25 (dispatch unit 62) of the vehicle dispatch control device 2 causes the travel plan setting unit 63 to derive a travel plan for the service vehicle 3B (a travel route from the transfer point to the alighting point in the travel plan of the service vehicle 3A) based on the transfer plan, and transmits the travel plan to the information processing device 300 of the service vehicle 3B. This allows the service vehicle 3B to travel according to a driving plan created based on the transfer plan, and transport the user (and passengers) who transferred from the service vehicle 3A from the transfer boarding location to the disembarking location in the service vehicle 3A's original driving plan.

[0078] In step S15, the second controller 37 (automatic driving control unit 71) corrects the driving route (driving route R1) of the original driving plan based on the information (detour route information) indicating the output detour route (detour route R2), and causes the service vehicle 3A, which is the subject vehicle (driving vehicle), to continue driving to the drop-off location of the original driving plan via the detour route. Note that if the service vehicle 3A is already driving on the detour route, there is no need to output detour route information from the transfer setting unit 76 or correct the driving route in the automatic driving control unit 71.

[0079] In this way, the second controller 37 of the information processing device 300 executes the following processes: acquiring emergency vehicle information indicating the approach of an emergency vehicle 9 to a service vehicle 3A (traveling vehicle) traveling along the travel route R1 in the travel plan; determining whether the service vehicle 3A needs to detour around the travel route R1 to get out of the path of the emergency vehicle 9 (step S3); deriving a detour route R2 that detours around the travel route R1 if such a detour is necessary (step S5); calculating the detour cost that the service vehicle 3A will incur by traveling along the detour route R2 (step S7); selecting a transfer stop that can be used for the user to transfer from the service vehicle 3A to another service vehicle 3B if the detour cost satisfies a predetermined condition (step S9); and transmitting transfer proposal information including at least the transfer stop to a terminal device (electronic device 4, terminal device 34) having a display unit that displays predetermined information so that the user can see it (step S12). This allows the traveling vehicle (service vehicle 3A) to appropriately move out of the path of the emergency vehicle depending on the individual road environment on which the traveling vehicle is traveling (for example, whether or not there is an evacuation area). Furthermore, when moving out of the path of the emergency vehicle, if the detour cost satisfies a predetermined condition (for example, if the detour cost is unacceptable to the user), the user is offered a transfer, thereby maintaining the convenience of the vehicle dispatch service. When the traveling vehicle is traveling on a detour route, the process of the transfer setting unit 76 (steps S6 to S13) may be repeatedly executed at a predetermined interval.

[0080] (Variation) (1) In the vehicle dispatch system 1, the information processing device 300 (sensor 30) of the service vehicle 3 may detect the approach of an emergency vehicle. In this case, the sensor 30 may include a sound sensor that detects sounds around the service vehicle 3. The sound sensor may include, for example, a microphone, and may be capable of detecting the volume and direction of a specific sound (e.g., an emergency vehicle siren) emitted around the service vehicle 3. The sound sensor periodically outputs ambient environmental sound information including the detected specific sound to the second controller 37. The emergency vehicle detection unit 72 of the second controller 37 compares the output ambient environmental sound information with information about the siren sound of an emergency vehicle registered in advance in a predetermined storage area of ​​the information processing device 300 (for example, by comparing sound waveforms), and determines whether the ambient environmental sound information includes the siren sound of an emergency vehicle.

[0081] When the ambient sound information includes a siren sound of an emergency vehicle, the emergency vehicle detection unit 72 determines whether or not an emergency vehicle is approaching the vehicle (service vehicle 3) based on the state of the siren sound. For example, the emergency vehicle detection unit 72 calculates the position of the emergency vehicle (the distance between the emergency vehicle and the vehicle) and the speed of the emergency vehicle based on changes in the volume of the siren sound included in the ambient sound information that is periodically output, and determines whether or not an emergency vehicle is approaching based on the calculation result. When the emergency vehicle detection unit 72 determines that an emergency vehicle is approaching the vehicle (service vehicle 3), it generates emergency vehicle detection information (such as the position information and driving route of the emergency vehicle) based on the calculation result. The emergency vehicle detection unit 72 outputs the generated emergency vehicle detection information to the arrival time calculation unit 73. As a result, the arrival time calculation unit 73 can calculate the estimated time and the road condition confirmation unit 74 can search for and determine an evacuation area based on the emergency vehicle detection information detected and generated by the information processing device 300.

[0082] In addition, in the information processing device 300, the second controller 37 may determine the approach of an emergency vehicle using both the above calculation result using the surrounding environmental sound information in the emergency vehicle detection unit 72 and the emergency vehicle information transmitted from the dispatch control device 2.

[0083] (2) The emergency vehicle detection unit 72 may also determine whether it is necessary to evacuate when an emergency vehicle approaches, depending on the conditions of the road along the travel route of the vehicle (service vehicle 3). For example, the emergency vehicle detection unit 72 may determine not to evacuate even when an emergency vehicle is approaching, based on the surrounding environment information and the map DB 32, if the road along the travel route has many lanes, if there are no oncoming vehicles, etc. This makes it possible to prevent changes to the travel plan by searching for an evacuation area or evacuating even when it is not necessary.

[0084] (3) In addition, in the vehicle dispatch system 1, the detour route may be derived and the transfer plan may be created in the vehicle dispatch control device 2. That is, the processing of the transfer setting unit 76 may be performed in the first controller 25 (the vehicle dispatch unit 62, the driving plan setting unit 63) of the vehicle dispatch control device 2. For example, if the information processing device 300 determines in the road condition confirmation unit 74 that there is no evacuation area, it may transmit the current position of the service vehicle 3A via the communication device 33 and request the dispatch control device 2 (e.g., the dispatch unit 62) to derive a detour route.

[0085] For example, the vehicle dispatching unit 62 may output emergency vehicle information, the current position of the service vehicle 3A (traveling vehicle), map information in the map DB 21, and the travel route R1 in the travel plan to the travel plan setting unit 63, and request derivation of a detour route. Based on the derived detour route, the vehicle dispatching unit 62 may calculate the detour cost and determine whether the detour cost satisfies a predetermined condition, similar to the transfer determination unit 761. If the predetermined condition is satisfied, the vehicle dispatching unit 62 may create a transfer plan, similar to the transfer plan creation unit 762. For example, the vehicle dispatching unit 62 may transmit the detour route R2 to the information processing device 300 of the service vehicle 3A when the user accepts the detour cost, when there is no service vehicle 3 corresponding to the transfer, or when the user does not agree to the transfer. Furthermore, for example, the vehicle dispatching unit 62 may transmit the transfer plan to the information processing device 300 of the service vehicle 3A and the service vehicle 3B when the user does not accept the detour cost, when there is a service vehicle 3 (service vehicle 3B) corresponding to the transfer, and when the user agrees to the transfer. This allows the dispatch control device 2 to smoothly create a detour route and transfer plan based on a request from the service vehicle 3A, and to quickly transmit the transfer plan to the traveling vehicle (service vehicle 3A) and the transfer vehicle (service vehicle 3B) when a transfer is to be made.

[0086] (Effects of the embodiment) (1) The information processing device 300 is an information processing device mounted on a service vehicle 3 provided for a vehicle dispatch service that operates vehicles based on a driving plan in response to a user's vehicle dispatch request, and is equipped with a second controller 37 that executes the following processes: acquiring information indicating the approach of an emergency vehicle 9 to a traveling vehicle, which is a service vehicle 3 traveling on a driving route R1 in the driving plan; determining whether the traveling vehicle needs to detour around the driving route in order to get out of the path of the emergency vehicle 9; deriving a detour route R2 that detours around the driving route if such a detour is necessary; calculating the detour cost that the traveling vehicle will incur by traveling on the detour route R2; selecting a transfer stop that can be used for a user to transfer from the traveling vehicle to another service vehicle 3 if the detour cost satisfies a predetermined condition; and transmitting transfer proposal information including at least the transfer stop to an electronic device 4 or a terminal device 34 that has a display unit that displays predetermined information so that the user can see it. As a result, even if there is no evacuation area on the travel route R1, the information processing device 300 can move the service vehicle 3 out of the path of the emergency vehicle 9 by traveling on the detour route R2. Furthermore, by suggesting to the user that they transfer to the service vehicle 3 when the detour cost satisfies a predetermined condition, it is possible to reliably give way to the emergency vehicle 9 and maintain the convenience of the vehicle dispatch service.

[0087] (2) The second controller 37 may determine whether the user accepts the detour cost, and if the user does not accept the detour cost, may determine that the detour cost satisfies a predetermined condition and select the transfer point. This prevents the service vehicle 3 from traveling on a detour route that would incur detour costs that are unacceptable to the user, thereby reducing the convenience of the vehicle dispatch service, and ensures that the convenience of the vehicle dispatch service is maintained. (3) The second controller 37 calculates the delay time that will occur when the service vehicle 3, which is a traveling vehicle, travels along the detour route R2 based on the detour cost, and if the delay time exceeds a user tolerance value that indicates the upper limit of the delay time that the user can tolerate, the second controller 37 may determine that the user does not accept the detour cost. This prevents the convenience of the ride-hailing service from being diminished due to increased detour costs, which could result in delays in the user's arrival at their destination or changes to plans, thereby more reliably maintaining the convenience of the ride-hailing service. (4) The second controller 37 may acquire user attribute information indicating the attributes of the user riding in the service vehicle 3, which is a traveling vehicle, and select the transfer point according to the user attribute information. This allows the attributes of the user (and fellow passengers) on board the moving vehicle to be reflected in the selection of transfer points, thereby appropriately reducing the burden on the user when transferring.

[0088] (5) The transfer points include transfer points where the user gets off from a service vehicle 3, which is a moving vehicle, to transfer, and transfer boarding points where the user boards another service vehicle 3, which is a transfer vehicle. The second controller 37 may calculate the travel distance that the user can tolerate when transferring based on the user attribute information, and select the transfer boarding points and transfer alighting points within the range of the travel distance. This allows the travel distance that a user can tolerate when transferring to be calculated based on the user's attributes that should be taken into consideration, making it possible to more appropriately reduce the burden on the user when transferring. (6) The second controller 37 sets an area A including roads that the user can cross as a transfer area, and selects a boarding and alighting point VS2 at another point Pt2 within the transfer area that is within the travel distance from a boarding and alighting point VS1 at the point Pt1 that will be the transfer and alighting point, as the transfer boarding point. This allows passengers to select the transfer and disembarkation location and the transfer boarding location on the opposite side of the road, thereby reducing the increase in travel time (transfer travel time) of the traveling vehicle and the transferring vehicle when transferring, and maintaining the convenience of the ride-hailing service even when transferring. (7) The second controller 37 may select a boarding / alighting point VS1 at a point Pt1 within a predetermined distance from the starting point of the detour route R2 as a transfer / alighting point from among points on the detour route R2 where the user can get off the service vehicle 3, which is a traveling vehicle, and set a transfer area (area A) based on the boarding / alighting point VS1. This allows the transfer area to be set near the original travel route R1, thereby reliably suppressing an increase in transfer travel time.

[0089] (8) The second controller 37 may determine another service vehicle 3 that can arrive at the transfer boarding point VS1 within a specified time as a transfer vehicle, and transmit the transfer proposal information including information about the transfer vehicle to the terminal device (electronic device 4, terminal device 34). This reduces the time spent waiting for the transfer vehicle when the user transfers, and also makes it possible to provide the user with more detailed information when a transfer is suggested. (9) When the second controller 37 receives consent information from the terminal device (electronic device 4, terminal device 34) indicating that the user agrees to the transfer, it performs driving control to drive the service vehicle 3, which is a traveling vehicle, to the boarding and disembarking point VS1, which is the transfer and disembarking point, and when the consent information is not received from the terminal device, it performs driving control to drive the traveling vehicle along the detour route R2. This allows the vehicle to travel on a detour route if the user does not wish to transfer, thereby taking into consideration users who find transfers a burden and maintaining the convenience of the vehicle dispatch service. [Explanation of symbols]

[0090] 1. Vehicle dispatch system 2. Vehicle dispatch control device 20. Communication Equipment 21 Map Database 22 User Information Database 23 Reservation Information Database 24 Vehicle dispatch information database 25 First Controller 25a processor 25b Storage device 3, 3A, 3B service vehicles 300 Information processing device 30 sensors 31 Positioning device 32 Map Database 33 Communication equipment 34 Terminal Equipment 35 Display device 36 In-vehicle equipment 37 Second Controller 37a processor 37b Storage device 38 Actuator 4 Electronic equipment 40 Positioning device 41 Communication equipment 42 Human Machine Interface (HMI) 43 Third Controller 43a processor 43b Storage device 9 Emergency Vehicles 60 Reservation setting section 61 Location information acquisition unit 62 Dispatch Department 63 Driving plan setting unit 64 Emergency Vehicle Information Transmission Department 70 Location information transmission unit 71 Automatic driving control unit 72 Emergency vehicle detection unit 73 Arrival time calculation part 74 Road Condition Check Department 75 Detour route derivation unit 76 Transfer setting section 761 Transfer Judgment Unit 762 Transfer Planning Department

Claims

1. An information processing device mounted on a vehicle used in a vehicle dispatch service that operates a vehicle based on a driving plan in response to a user's vehicle dispatch request, A process of acquiring information indicating an approach of an emergency vehicle to a traveling vehicle that is the vehicle traveling along the travel route in the travel plan; A process of determining whether the traveling vehicle needs to detour from the traveling route in order to get out of the path of the emergency vehicle; If a detour is necessary, a process of deriving a detour route that detours around the travel route; A process of calculating a detour cost incurred by the traveling vehicle due to traveling along the detour route; A process of selecting a transfer point available for a user to transfer from the traveling vehicle to another vehicle when the detour cost satisfies a predetermined condition; a process of transmitting transfer suggestion information including at least the transfer points to a terminal device having a display unit that displays predetermined information in a manner that is visible to a user; An information processing device comprising a controller that executes the above.

2. The controller determines whether the user accepts the detour cost; If the user does not accept the detour cost, the detour cost is determined to satisfy a predetermined condition, and the transfer point is selected. The information processing device according to claim 1 .

3. The controller calculating a delay time that would occur if the traveling vehicle traveled along the detour route based on the detour cost; determining that the user does not accept the detour cost if the delay time exceeds a user tolerance value indicating an upper limit of a delay time that the user can accept; The information processing device according to claim 2 .

4. the controller acquires user attribute information indicating attributes of a user riding in the traveling vehicle, and selects the transfer point in accordance with the user attribute information. The information processing device according to claim 3 .

5. The transfer stop includes a transfer stop where the user gets off from the traveling vehicle for the transfer and a transfer stop where the user gets on another vehicle, The controller A travel distance that is acceptable for the user when transferring is calculated based on the user attribute information, and the transfer boarding point and transfer alighting point are selected within the range of the travel distance. The information processing device according to claim 4 .

6. The controller A user sets an area including roads that can be crossed as a transfer area, and selects another point within the transfer area that is within the travel distance from the point that will be the transfer and disembarkation point as the transfer boarding point. The information processing device according to claim 5 .

7. the controller selects, as the transfer and alighting point, a point within a predetermined distance from a starting point of the detour route from among points on the detour route at which the user can get off the traveling vehicle, and sets the transfer area based on the transfer and alighting point; The information processing device according to claim 6 .

8. The controller determines another vehicle that can arrive at the transfer point within a predetermined time as a transfer vehicle, and transmits the transfer proposal information including information about the transfer vehicle to the terminal device. The information processing device according to claim 5 .

9. The controller When consent information indicating that the user consents to the transfer is received from the terminal device, a travel control is performed to cause the traveling vehicle to travel to the transfer and disembarkation location; When the consent information is not received from the terminal device, a travel control is performed to cause the traveling vehicle to travel along the detour route. The information processing device according to claim 8 .

10. An information processing method by an information processing device mounted on a vehicle provided for a transportation service that operates a vehicle based on a travel plan including a travel route from a boarding location to a disembarking location in response to a user's vehicle dispatch request, A process of acquiring information indicating an approach of an emergency vehicle to a traveling vehicle that is the vehicle traveling along the travel route in the travel plan; A process of determining whether the traveling vehicle needs to detour from the traveling route in order to get out of the path of the emergency vehicle; If a detour is necessary, a process of deriving a detour route that detours around the travel route; A process of calculating a detour cost incurred by the traveling vehicle due to traveling along the detour route; A process of selecting a transfer point available for a user to transfer from the traveling vehicle to another vehicle when the detour cost satisfies a predetermined condition; a process of transmitting transfer suggestion information including at least the transfer points to a terminal device having a display unit that displays predetermined information in a manner that is visible to a user; An information processing method that causes a controller to execute the above.

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