Information processing apparatus

Abstract

To flexibly cope with car sickness of a user in a vehicle, and to maintain convenience of a vehicle allocation service.SOLUTION: The information processing device 300 is an information processing device mounted on a self-driving vehicle (service vehicle 3) operated based on a travel plan according to a vehicle dispatch request of a user, and includes a second controller 37 that executes a process of acquiring riding user state information indicating a motion sickness state of a riding user riding in the traveling service vehicle 3, a process of determining a degree of motion sickness of the riding user based on the riding user state information, and a process of determining execution of any countermeasure among a plurality of motion sickness countermeasures including at least a change of a travel route indicated by the travel plan, a stop, or an alighting instruction to the riding user. Each of the plurality of countermeasures is associated with the magnitude of the influence on the vehicle allocation service, and the second controller 37 determines the countermeasure so that the lower the degree Iga, the smaller the influence on the vehicle allocation service.SELECTED DRAWING: Figure 3

Description

[Technical Field]

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

[0002] The service vehicle travels along a travel route indicated by a travel plan determined based on the user's vehicle dispatch request, and the user gets on and off at predetermined points along the travel route. For example, Patent Document 1 describes a technology that searches for a travel route (driving route) to a destination, including potential stopovers (stores, etc.) that can be used according to the user's travel purpose, based on a route search request that includes search conditions such as the destination, arrival time at the destination, and the user's travel purpose (sightseeing, date, eating out, party, etc.), and presents the route to the user. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2017 / 179285 Summary of the Invention [Problem to be solved by the invention]

[0004] If an unexpected event occurs while traveling along a route, the service vehicle must respond flexibly, even when traveling autonomously (unmanned), just as if a driver were driving. An example of an unexpected event is if a user gets carsick. However, with the technology described in Patent Document 1, although a service vehicle traveling (while providing a transportation service) can stop at a stop-off location selected by the user from among candidate stop-off locations, it is not possible to respond flexibly, including stopping the vehicle or changing the travel route, in response to the user's sudden onset of car sickness. This may worsen the symptoms of car sickness, thereby reducing the convenience of the transportation service.

[0005] Therefore, an object of the present disclosure is to provide an information processing device that can flexibly respond to car sickness experienced by users while riding in a vehicle, while maintaining the convenience of the vehicle dispatch service. [Means for solving the problem]

[0006] An information processing device of one embodiment of the present disclosure is an information processing device mounted on an unmanned 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: a process of acquiring passenger user status information indicating the car sickness state of a passenger user on board the unmanned vehicle while it is in motion; a process of determining the degree of car sickness of the passenger user based on the passenger user status information; and a process of deciding, depending on the degree, to implement one of a plurality of car sickness countermeasures, including at least changing the driving route indicated by the driving plan, stopping the vehicle, or instructing the passenger user to disembark; each of the plurality of countermeasures is associated with a magnitude of impact on the vehicle dispatch service, and the controller decides on the countermeasure so that the lower the degree, the smaller the impact on the vehicle dispatch service. [Effects of the Invention]

[0007] According to the present disclosure, it becomes possible to flexibly respond to car sickness experienced by users while riding in a vehicle, while maintaining the convenience of the vehicle dispatch service. [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. 1 is a diagram illustrating an example of the degree of car sickness and countermeasures. [Figure 5]10 is a flowchart illustrating an example of an information processing method in an information processing device 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 management 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 management 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 management 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 management device 2 and the service vehicle 3 to appropriately acquire information on, for example, road closures, congestion, accidents, etc., and information on 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] Reservation information for the vehicle dispatch service is stored in the reservation information DB 23. For example, the reservation information DB 23 stores necessary reservation information such as user identification information, a boarding location desired by the user (desired boarding location), a disembarking location desired by the user (desired disembarking location), the number of passengers, etc.

[0015] A location used by a user for boarding or disembarking is called a boarding or disembarking point. In the coverage area of ​​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 DB21. A user uses the vehicle dispatch service by specifying one of the boarding or disembarking points 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 maximum arrival time at the disembarking point). This information may also be stored in the reservation information DB23 as reservation information.

[0016] The vehicle dispatch information DB24 stores vehicle dispatch information, which is information on the dispatch status of the service vehicle 3 dispatched to the user. For example, the vehicle dispatch information may include identification information of the dispatched service vehicle 3, identification information of the user who dispatched 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. Note that in the vehicle dispatch service of the present disclosure, one service vehicle 3 may be dispatched in response to vehicle dispatch requests from multiple users. In other words, the vehicle dispatch service of the present disclosure includes a ride-sharing service such as carpooling for multiple passengers. In the case of carpooling, the vehicle dispatch information is linked to multiple pieces of reservation information stored in the reservation information DB23.

[0017] 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.

[0018] The service vehicle 3 is a vehicle that operates in response to requests from users of the vehicle dispatch service (a so-called demand-based 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 management 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 driver (human) 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 driver with a driving plan transmitted from the vehicle dispatch management device 2. In this specification, an example will be described in which the service vehicle 3 is an autonomous driving vehicle.

[0019] The service vehicle 3 includes a vehicle 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 user status sensor 35, an on-board device 36, a second controller 37, and an actuator 38. The vehicle sensors 30 include an object sensor that detects objects around the service vehicle 3, and a vehicle state sensor that detects various information (vehicle state) obtained from the service vehicle 3. The object sensor detects the surrounding environment of the service vehicle 3, such as the relative position of 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 a laser radar of LiDAR (Light Detection and Ranging). 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.

[0020] The vehicle condition sensor 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 condition sensor outputs vehicle condition information to the second controller 37.

[0021] 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.

[0022] 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 vehicle dispatch management device 2 via 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.

[0023] The terminal device 34 is an interface device that exchanges information between a user aboard the service vehicle 3 and the second controller 37. As will be described in detail later, the terminal device 34, for example, includes an input device 341 (see FIG. 3 described later) that accepts operational input to the second controller 37 by the user aboard, and an output device 342 (see FIG. 3 described later) that outputs information input from the second controller 37. In other words, the terminal device 34 is a device that can input and output predetermined information. The user aboard can input riding user status information indicating, for example, their own physical condition, specifically, their state of car sickness, by performing an input operation on the input device 341. The input device 341 outputs riding user status information, which is information indicating the user's physical condition (state of car sickness) input by the user aboard, to the second controller 37. 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.

[0024] The user status sensor 35 is a sensor that detects riding user status information that indicates the status of a user in the cabin of the service vehicle 3, i.e., a user riding in the service vehicle 3. The riding user status information is information that indicates the physical condition of the user riding in the vehicle, specifically, the state of car sickness. The user status sensor 35 detects the user's facial expression, complexion, physical behavior, or biological information as the riding user status information. The user state sensor 35 may include, for example, a camera that captures an image of a user (a user riding in the vehicle) inside the vehicle cabin of the service vehicle 3. The camera is provided in a position (for example, at the front of the vehicle cabin) that can capture, for example, the facial expression, complexion, and physical behavior of the user riding in the vehicle. The user condition sensor 35 may also include a biosensor that detects biometric information of the user while riding. The biosensor is a sensor that detects biometric information such as the user's heart rate, breathing rate, and heart rate fluctuations while riding, and may be a non-contact sensor that detects biometric information without contact using radar (microwaves, millimeter waves, etc.), or a contact sensor that detects biometric information by being worn by or touched by the user. The biosensor is provided, for example, on the back of the seat. The user state sensor 35 outputs the detected riding user state information to the second controller 37.

[0025] The on-vehicle equipment 36 is various devices mounted on the service vehicle 3. As will be described in detail later, the on-vehicle equipment 36 may include, for example, an air conditioning control mechanism 361 and a window opening / closing device 362 (see FIG. 3 described later) that controls the opening and closing of windows. In addition to these, the on-vehicle equipment 36 may also include on-vehicle audio equipment, lighting devices, etc.

[0026] 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.

[0027] For example, when the service vehicle 3 is in an autonomous driving mode in an autonomous driving vehicle, the second controller 37 performs information processing to drive the service vehicle 3 in accordance with the driving plan transmitted from the dispatch management device 2 based on the surrounding environment information and vehicle condition information from the vehicle sensor 30, the positioning results of 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.

[0028] In the service vehicle 3 of this embodiment, the second controller 37 and the configuration for inputting and outputting data related to information processing in the second controller (vehicle sensor 30, positioning device 31, map DB 32, communication device 33, terminal device 34, user status sensor 35 and on-board equipment 36) constitute the information processing device 300.

[0029] As will be described in more detail later, when the information processing device 300 acquires the riding user condition information indicating the user's physical condition (car sickness), it judges the user's level of car sickness and decides to implement appropriate countermeasures against car sickness according to the level. The more appropriate countermeasures against car sickness are determined, the less impact they have on the ride-hailing service as the level of car sickness decreases. This makes it possible to flexibly respond to the car sickness of riding users while maintaining the convenience of the ride-hailing service, even when the service vehicle 3 is an unmanned vehicle (autonomous driving mode), just as when a driver is driving (manual driving mode).

[0030] 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.

[0031] 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 management 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.

[0032] 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.

[0033] 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.

[0034] 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 number of passengers, the desired boarding location, boarding date and time, the desired disembarking location (destination), and the arrival limit time. 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.

[0035] The third controller 43 transmits the information of the vehicle allocation request to the vehicle allocation management device 2 via the communication device 41. The vehicle allocation management device 2 stores the information of the vehicle allocation request in the reservation information DB 23 as reservation information. The vehicle dispatch management 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 location and desired disembarking location based on the user's desired boarding location (desired boarding location) and disembarking location (desired disembarking location) (included in the vehicle dispatch request), the arrival limit time, etc. The vehicle dispatch management device 2 transmits the driving route plan information including the derived driving route, scheduled time, etc. to the electronic device 4. The electronic device 4 presents this information to the user via the HMI 42.

[0036] For example, suppose that the vehicle dispatch management 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.

[0037] The operation and function of each unit of the vehicle dispatch system 1 according to 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 management device 2. The first controller 25 includes a reservation setting unit 60, a location information acquisition unit 61, a vehicle dispatch unit 62, and a driving plan setting unit 63.

[0038] 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.

[0039] 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.

[0040] Furthermore, the vehicle dispatch unit 62 may determine another service vehicle 3 to be provided to the user in place of the one service vehicle 3 based on a loaner vehicle request from the one service vehicle 3. The loaner vehicle request is transmitted from the information processing device 300 of the one service vehicle 3 to the vehicle dispatch management device 2 in order to dispatch a substitute vehicle (loaner vehicle) when a riding user in the one service vehicle 3 becomes unwell (for example, car sickness). The loaner vehicle request may include the current location of the one service vehicle 3, the boarding location (loaner vehicle boarding location) of the user who will board the other service vehicle 3 that will serve as the loaner vehicle, and the identification information and driving plan information of the riding user. For example, the vehicle dispatch unit 62 may determine the service vehicle 3 that can arrive at the loaner vehicle boarding location earliest as the other service vehicle 3 that will serve as the loaner vehicle. Note that when the loaner vehicle request includes a boarding date and time, the other service vehicle 3 that is located closest to the desired boarding location may be selected as the loaner vehicle from among the service vehicles 3 that can arrive at the desired boarding location by the boarding date and time.

[0041] 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.

[0042] Similar to when setting a driving route based on a vehicle dispatch request, the driving plan setting unit 63 may derive a driving route (route) from the rental vehicle boarding location to the drop-off location included in the rental vehicle request based on map information stored in the map DB 21, and may further calculate the scheduled meeting time and scheduled arrival time. In other words, the driving plan setting unit 63 may create a new driving plan based on the rental vehicle request, register it in the vehicle dispatch information DB 24, and further transmit it to another service vehicle 3 (i.e., the rental vehicle 3) and the electronic device 4.

[0043] The driving plan setting unit 63 may also change the driving route of a service vehicle 3 based on a route change request from the service vehicle 3. The route change request is transmitted from the information processing device 300 of the service vehicle 3 to the vehicle dispatch management device 2 when a riding user in the service vehicle 3 becomes unwell (e.g., car sickness). The route change request includes identification information of the service vehicle 3, and the driving plan setting unit 63 extracts dispatch information for the service vehicle 3 from the dispatch information DB 24 based on the identification information, and sets a new driving route from the current location of the service vehicle 3 to the drop-off point that satisfies predetermined conditions. Here, a driving route that satisfies predetermined conditions is a route that can prevent car sickness, such as a driving route with fewer curves or a driving route with a lower speed limit than the current driving route. Note that the current location of the service vehicle 3 can be determined using location information transmitted from the information processing device 300 (location information transmission unit 70). When the driving plan setting unit 63 changes the driving route of one service vehicle 3 based on a route change request, it may update the dispatch information stored in the dispatch information DB, and further transmit the changed driving route to one service vehicle 3 and one service vehicle 3.

[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 autonomous driving control unit 71, a user state determination unit 72, a countermeasure determination unit 73, and a route derivation unit 74. Note that each of the service vehicles 3 (service vehicles 3A, 3B, etc.) used for the vehicle dispatch service of the vehicle dispatch system 1 may include 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 management device 2 by the communication device 33.

[0045] The automatic driving control unit 71 executes automatic driving control to drive the service vehicle 3 in accordance with the driving plan information transmitted from the vehicle dispatch management device 2. Note that reservation information corresponding to the driving plan information may also be transmitted from the vehicle dispatch management device 2. For example, the autonomous driving control unit 71 executes autonomous driving control based on surrounding environment information and vehicle state information from the vehicle sensor 30, the positioning results of the positioning device 31, and the high-precision map in the map DB 32. The autonomous driving control unit 71 calculates a target driving trajectory for the service vehicle 3 to travel based on the current position and attitude of the service vehicle 3, the driving route in the driving plan information, the 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, the 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 travels along the generated target driving trajectory. In addition, when the user state determination unit 72 determines that the user (rider user) riding in the service vehicle 3 is in poor health (car sickness), the automatic driving control unit 71 performs automatic driving control such as stopping the service vehicle 3 in a specified area where it can be stopped and suppressing jerk.

[0046] The user state determination unit 72 acquires user state information indicating the car sickness state of a user riding in an autonomous vehicle (unmanned vehicle), and determines the degree of car sickness of the user based on the acquired user state information. For example, the user state determination unit 72 may acquire the riding user state information detected by the user state sensor 35 and output to the second controller 37 as the riding user state information, and determine the degree of car sickness based on the riding user state information. As described above, the user state sensor 35 detects the riding user's facial expression, complexion, physical behavior, or biological information as the riding user state information. Therefore, by using the riding user state information detected by the user state sensor 35, the user state determination unit 72 can infer that the riding user is suffering from car sickness and determine the degree of car sickness. In other words, it is possible to determine the degree of car sickness of the riding user even when the riding user is not aware that they are suffering from car sickness, i.e., before their car sickness progresses.

[0047] Furthermore, the user state determination unit 72 may acquire the riding user state information input to the input device (one example of an input unit) 341 of the terminal device 34 by the riding user's input operation, and determine the degree of car sickness based on the riding user state information. When the riding user becomes aware of car sickness, the riding user can input the riding user state information indicating the state of car sickness by inputting to the input device 341, that is, can declare that he or she is suffering from car sickness. Therefore, by using the riding user state information input to the input device 341, the user state determination unit 72 can determine the degree of car sickness in accordance with the declaration (request) of the riding user. In this embodiment, the input device 341 may be 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. For example, the input device 341 may be a button that indicates symptoms of car sickness displayed on a touch panel, and the riding user may input (declare) their state of car sickness by pressing the button.

[0048] Here, the degree of car sickness determined by the user state determination unit 72 and countermeasures will be described with reference to Fig. 4. In this example, the degree of car sickness indicates the progression level of the car sickness symptoms. As shown in Fig. 4, there are three progression levels, from level 1 to level 3, in order from lowest to highest. Level 1 in the progression levels indicates the signs of car sickness, and symptoms include dizziness, yawning, excessive saliva, etc. At Level 1 in the progression levels, it is assumed that the passenger is not aware of car sickness. Furthermore, Level 2 in the progression level indicates the onset of car sickness, and symptoms include headache, pale face, cold sweat, nausea, stomach discomfort, etc. At Level 2 in the progression level, it is assumed that the passenger is aware of car sickness. Furthermore, Level 3 in the progression level indicates worsening car sickness, and symptoms include the onset or onset of vomiting. At Level 3 in the progression level, it is expected that it will be difficult for the service vehicle 3 to continue driving due to the need to deal with car sickness. In this way, the degree (progression level) of car sickness is, from lowest to highest, symptoms of car sickness, onset of car sickness, symptoms of vomiting, and onset of vomiting.

[0049] The user state determination unit 72 determines the symptoms that indicate the signs of car sickness that the user is experiencing based on the user state information, and determines the progression level (degree of car sickness) based on this. When the user state determination unit 72 determines the progression level of car sickness, it outputs the progression level to the countermeasure determination unit 73.

[0050] For example, the riding user state information transmitted from the user state sensor 35 may include at least one of image information of the riding user captured by a camera and biological information detected by a biological sensor. The user state determination unit 72 may analyze at least one of the image information and the biological information, and if it determines that the riding user is exhibiting symptoms indicative of precursors to car sickness, determine that the progression level (degree of car sickness) is at level 1 in the progression levels, if it determines that the riding user is exhibiting symptoms indicative of the onset of car sickness, determine that the progression level is at level 2 in the progression levels, and if it determines that the riding user is exhibiting symptoms indicative of worsening car sickness, determine that the progression level is at level 3.

[0051] Furthermore, for example, the riding user state information transmitted from the input device 341 may include symptom information input by the riding user. If the user state determination unit 72 determines, based on the symptoms input by the riding user, that the riding user is exhibiting symptoms indicative of precursors to car sickness, it may determine that the progression level (degree of car sickness) is Level 1 in the progression levels, if it determines that the riding user is exhibiting symptoms indicative of the onset of car sickness, it may determine that the progression level is Level 2 in the progression levels, and if it determines that the riding user is exhibiting symptoms indicative of worsening car sickness, it may determine that the progression level is Level 3 in the progression levels. In addition, if the user status determination unit 72 determines that none of the symptoms indicating car sickness (symptoms corresponding to levels 1-3 of the progression level) are present in the riding user status information transmitted from the user status sensor 35, and if no riding user status information is input from the input device 341, it may determine that the riding user is not suffering from car sickness.

[0052] The countermeasure determination unit 73 determines whether to implement one of a number of countermeasures against car sickness (measures 1-3 shown in Figure 4), including at least changing the driving route indicated in the driving plan, stopping the vehicle, or instructing the passenger to disembark, depending on the progression level of car sickness (degree of car sickness) output by the user state determination unit 72. For example, when the progression level is Level 1, that is, when the user state determination unit 72 determines that the passenger user is showing signs of car sickness, the countermeasure determination unit 73 determines a car sickness countermeasure (Countermeasure 1) that can be implemented while continuing to drive the unmanned vehicle. This allows the information processing device 300 to flexibly respond to the passenger user's car sickness to prevent the onset of car sickness, while also minimizing the impact on the driving of the service vehicle 3 and maintaining the convenience of the vehicle dispatch service. Specifically, the countermeasure determination unit 73 may determine, as countermeasure 1, at least one of operating the air conditioning control mechanism 361, opening a window, suppressing a change in acceleration, and issuing an instruction to move the seating position (seat).

[0053] For example, when the countermeasure determination unit 73 determines to operate the air conditioning control mechanism 361 as a countermeasure against car sickness, it may operate the air conditioning control mechanism 361 in response to a predetermined signal. In this embodiment, the air conditioning control mechanism 361 may include, for example, an air conditioner, a heater, an air blower, and a ventilation mechanism. For example, the countermeasure determination unit 73 may determine to operate any one of the air conditioner, the air blower, and the ventilation mechanism as a countermeasure against car sickness. In response to an instruction from the countermeasure determination unit 73, the air conditioning control mechanism 361 may blow air from the air blower to the passenger, blow cool air from the air conditioner, or perform ventilation using the ventilation mechanism. By operating the air conditioning control mechanism 361 to blow air, blow cool air, or ventilate, discomfort can be alleviated.

[0054] Furthermore, for example, when the countermeasure determination unit 73 determines to open a window as a countermeasure against car sickness, it may open the window by controlling the window opening / closing device 362 using a predetermined signal. The window to be opened is preferably a window near the seating position of the riding user. The seating position of the riding user may be detected by a camera in the user state sensor 35. Opening the window allows fresh outside air to be taken into the vehicle cabin, thereby reducing discomfort.

[0055] Furthermore, for example, when the countermeasure determination unit 73 determines to suppress acceleration changes as a countermeasure against car sickness, it may instruct the automatic driving control unit 71 to suppress jerk. The automatic driving control unit 71 suppresses jerk in the automatic driving control based on the jerk suppression instruction from the countermeasure determination unit 73. For example, the automatic driving control unit 71 acquires jerk (detection result of an acceleration sensor) included in the vehicle state information, and drives the actuator 38 so that the service vehicle 3 travels with the jerk at or below a predetermined threshold. By suppressing acceleration changes, stimulation to the semicircular canals is suppressed, thereby reducing car sickness.

[0056] Furthermore, for example, when the countermeasure determination unit 73 determines a seating instruction to prompt the passenger to move their seating position as a countermeasure against car sickness, it outputs information (seat movement information) prompting the passenger to move their seating position (the seat they are sitting in) to the output device 342 of the terminal device 34. In this embodiment, the output device 342 may be a display device that outputs visual information and displays predetermined information so that the user can see it, or a speaker or buzzer that outputs an alarm sound, a notification sound, or audio information. In this example, the display device is used as the output device 342 to display the seat movement information. The seating position (seat) to be moved may be the passenger seat or any of the first two seats in a three-row seat system. By allowing the passenger to move their seating position in accordance with the seat movement information, the discrepancy between their field of vision and their body swaying can be reduced, thereby helping to alleviate car sickness.

[0057] Furthermore, in addition to Countermeasure 1 shown in Fig. 4, the countermeasure determination unit 73 may determine a temporary (short-term) stop as a countermeasure against car sickness at Level 1 of the progression level. In this case, the countermeasure determination unit 73 may determine an area where the service vehicle 3 can stop safely as the stop, and output the stop to the automatic driving control unit 71. The automatic driving control unit 71 performs driving control to cause the service vehicle 3 to stop at the stop. Note that, in the temporary stop as a countermeasure at Level 1 of the progression level, it is not assumed that the onboard user will get off the vehicle, so it does not matter whether the user can get off at the stop. By making a temporary stop, the physical burden on the passenger can be reduced, thereby alleviating car sickness. Furthermore, the countermeasure determination unit 73 may determine to close windows with tinted film attached or to close electronic shades that electronically switch the windows from a transparent state to a closed state when making a temporary stop. This further reduces the physical burden on the passenger.

[0058] For example, when the progression level of car sickness is Level 2 (onset of car sickness), the countermeasure determination unit 73 may decide to change the driving route of the service vehicle 3 (Countermeasure 2) as a countermeasure against car sickness. The countermeasure determination unit 73 may output driving plan information indicating the driving plan to the route derivation unit 74, and request it to derive a new driving route to the drop-off location of the car sick passenger (drop-off location in the driving plan) and calculate the delay time caused by the new driving route. Here, the delay time is the estimated time of delay, which is the difference between the scheduled arrival time according to the original driving route and the scheduled arrival time according to the new driving route, and indicates the delay in the scheduled arrival time according to the new driving route.

[0059] The countermeasure determination unit 73 may output the new driving route derived by the route derivation unit 74 (or the vehicle dispatch management device 2) and the delay time to the output device 342 (for example, a display device) and propose a change to the driving route to the riding user. When information indicating that the riding user has accepted the change to the driving route and the delay time is input by the riding user's input operation on the input device 341, the countermeasure determination unit 73 outputs the new driving route (the changed driving route) to the automatic driving control unit 71. As a result, the service vehicle 3 will travel to the drop-off point in the driving plan according to the new driving route. As will be described in more detail below, the changed driving route is a route that can reduce car sickness, such as a driving route with fewer curves or a driving route with a lower speed limit than the current driving route. Therefore, changing the driving route reduces the physical burden on the passenger and can alleviate car sickness. Note that when the passenger inputs information indicating that the passenger does not accept the change in driving route and the delay time through input operation of the input device 341 by the passenger, the countermeasure determination unit 73 may implement a countermeasure similar to Countermeasure 1, which is a countermeasure corresponding to Level 1 in the progress level (a countermeasure that can be implemented while continuing driving), without changing the driving route. This allows the countermeasure against car sickness to be implemented in line with the passenger's intentions.

[0060] The countermeasure determination unit 73 may also estimate the expected recovery time of the passenger at Level 2 (onset of car sickness) in the car sickness progression level, and if the expected recovery time is shorter than the delay time due to the route change, decide to implement a countermeasure of stopping the service vehicle 3 at the expected recovery time. The expected recovery time is the time it is expected for the passenger to recover from car sickness and is calculated (estimated) based on the passenger's car sickness symptoms. For example, the storage device 37b of the information processing device 300 may store a data table correlating symptoms with expected recovery times, and the countermeasure determination unit 73 may estimate the symptoms and calculate the expected recovery time based on the passenger's facial expression, complexion, physical behavior, or biological information indicated by the passenger's user status information detected by the user status sensor 35 and the data table. The countermeasure determination unit 73 may also calculate the expected recovery time based on the passenger's car sickness symptoms self-reported via the input device 341 and the data table. The expected recovery time for Level 2 (onset of car sickness) in the progression level may be predetermined. That is, in the information processing device 300, the second controller 37 may calculate the delay time when changing the travel route and the delay time when stopping (estimated recovery time), and determine a countermeasure that will shorten the calculated delay time. This makes it possible to determine a countermeasure that will shorten the delay time as much as possible while alleviating the passenger's car sickness. Therefore, the information processing device 300 can flexibly deal with the passenger's car sickness and more reliably maintain the convenience of the ride-hailing service. Note that even when stopping, the countermeasure determination unit 73 may propose (output (display) on the output device 342) to the passenger the implementation of the stop and the delay time (estimated recovery time) as in the case of a route change, and may decide to stop if consent is obtained.

[0061] For example, when the progression level of car sickness is Level 3 (worsening car sickness), the countermeasure determination unit 73 may determine Countermeasure 3 shown in FIG. 4 as a countermeasure against car sickness. For example, the countermeasure determination unit 73 may determine that the service vehicle 3 should stop as Countermeasure 3. In this case, the countermeasure determination unit 73 may refer to the map DB 32, for example, to determine an area where the service vehicle 3 can stop safely as the stop point, and output the stop point to the automatic driving control unit 71. As a result, the automatic driving control unit 71 performs driving control to cause the service vehicle 3 to stop at the stop point. At Level 3 in the progression level, it is expected that a user suffering from car sickness will get off the vehicle. For this reason, an area where users riding in the service vehicle 3 can get on and off is determined as the stop point. When stopping the vehicle as a countermeasure when the progress level is level 3, the countermeasure judgment unit 73 may propose (output (display) on the output device 342) to the passenger user to stop the vehicle and the delay time (estimated recovery time), just as in the case of changing the route or stopping the vehicle as a countermeasure when the progress level is level 2, and may decide to stop the vehicle if consent is obtained.

[0062] The stoppage time as a countermeasure for progress level 3 is the estimated recovery time corresponding to progress level 3. The countermeasure determination unit 73 may estimate the estimated recovery time corresponding to progress level 3 in the same manner as the estimated recovery time corresponding to progress level 2. Furthermore, the countermeasure determination unit 73 may instruct the passenger to get off the vehicle when the progression level is level 3, the passenger has signs of vomiting, and the passenger is determined to have a relatively high level of car sickness. That is, the countermeasure determination unit 73 may output (display) information (getting off instruction information) indicating an instruction for the passenger who is car sick to get off the vehicle to the output device 342 (for example, a display device). The get off instruction information may also be output as audio output from a speaker. This can prevent vomiting from occurring in the passenger compartment. Furthermore, the countermeasure determination unit 73 may instruct a riding user who is carsick to get off, and when the riding user gets off, may resume traveling to the drop-off location along the travel route by the service vehicle 3. This makes it possible to avoid delays to the service vehicle 3 at the date and time of the other user's ride, for example, when another user is scheduled to board near the drop-off location.

[0063] Furthermore, when the riding user disembarks based on the disembarking instruction, the countermeasure determination unit 73 may decide to dispatch another service vehicle 3 to which the disembarking riding user can transfer after the expected recovery time has elapsed. This allows the riding user who has recovered from car sickness to be quickly transported to the disembarkation location, maintaining the convenience of the vehicle dispatch service. At this time, the countermeasure determination unit 73 can arrange for a substitute car by sending the above-mentioned substitute car request to the vehicle dispatch management device 2. The substitute car request for arranging a substitute car for a passenger who has carsickness can include the point where the passenger gets off (substitute car boarding location), the disembarkation location in the trip plan, and the time when the expected recovery time has elapsed (boarding date and time). As a result, another service vehicle 3 serving as the substitute car can arrive at the substitute car boarding location by the boarding date and time, and the passenger who has recovered from carsickness can head to the disembarkation location in the substitute car.

[0064] Furthermore, if the countermeasure determination unit 73 determines based on the passenger user status information that the passenger has vomited inside the cabin of the service vehicle 3, which is an unmanned vehicle, it may immediately decide to dispatch another service vehicle 3 as a substitute vehicle (alternative vehicle) to the passenger user's drop-off location in the driving plan (the planned drop-off location in the dispatch request). This allows the convenience of the vehicle dispatch service to be maintained by dispatching a replacement service vehicle 3 to other users who are scheduled to board a service vehicle 3 near the drop-off location of the boarding user so that the vehicle arrives in time for the scheduled meeting time. Also, the boarding user who vomits can rest inside the vehicle, and afterwards, the service vehicle 3 with its soiled interior can be moved to a waiting area or the like for cleaning or the like.

[0065] Above, we have explained countermeasures depending on the level of car sickness progression. As such, each of the multiple countermeasures corresponding to the progression level of car sickness shown in Figure 4 is associated with a magnitude of the impact on the car dispatch service. The countermeasure determination unit 73 determines a countermeasure such that the impact on the car dispatch service decreases as the progression level of car sickness (degree of car sickness) decreases. In other words, if the degree of car sickness is at level 1, the lowest progression level, the countermeasure that can be implemented while the service vehicle 3 continues to travel and that has the smallest impact on the car dispatch service is determined. In this way, the information processing device 300 according to this embodiment can flexibly respond to car sickness experienced by users in the car while maintaining the convenience of the car dispatch service.

[0066] If the car sickness level is level 2, which is a moderate level, the system determines a route change or stop that results in a short delay (a measure with a moderate impact on the ride-hailing service). In other words, the system can prioritize measures that have a small impact on the scheduled arrival time in the original driving plan (for example, delay time or changes in the passenger's schedule). If the car sickness level is Level 3, which indicates the highest level of progression, measures that will have a significant impact on the ride-hailing service will be decided, such as stopping the vehicle for a specified time (estimated recovery time) and having the car sick passenger get off. However, even with Level 3 measures, it is possible to maintain the convenience of the ride-hailing service as much as possible by arranging a replacement car. As a result, the information processing device 300 according to this embodiment can more flexibly deal with car sickness of the user in the car, while taking into consideration maintaining the convenience of the car dispatch service.

[0067] In addition, in this embodiment, the second controller 37 (countermeasure determination unit 73) of the information processing device 300 can determine countermeasures for car sickness taking into consideration other passenger users (passenger users) other than the passenger user when the service vehicle 3 is in a shared ride state. For example, when multiple users share a service vehicle, the countermeasure determination unit 73 may output the progression level indicating the degree of car sickness of the passenger suffering from car sickness and the delay time due to the implementation of the countermeasure determined by the countermeasure determination unit 73 as countermeasure proposal information to the output device 342 of the terminal device 34, and propose the implementation of the countermeasure to the passenger. In other words, the countermeasure determination unit 73 may check whether the passenger can tolerate the delay time. This allows the passenger's opinion to be reflected in the countermeasure for car sickness, thereby maintaining the convenience of the ride-hailing service. Note that the proposal to implement the countermeasure to the passenger may be made to the passenger's electronic device 4 instead of the output device 342. For example, the output device 342 (or the HMI 42 of the ride-sharing user's electronic device 4) may display a text image such as "A passenger is suffering from car sickness (Level 2: onset level). May we stop? The estimated delay is 10 minutes.", and at the same time, input button images such as "Yes (accept)" and "No (reject)" may be displayed on the input device 341 (or the HMI 42 of the ride-sharing user's electronic device 4).

[0068] In addition, for privacy reasons, when proposing measures to be taken for ride-sharing users, it is preferable that information (such as name) of the car-sick passenger not be disclosed (anonymized). In other words, the proposed measures do not include information that can identify the user. For example, the trip plan information transmitted from the vehicle dispatch management device 2 may include whether or not the vehicle dispatch information includes ride-sharing, and the countermeasure determination unit 73 may determine whether or not ride-sharing is occurring based on the trip plan information. Furthermore, the countermeasure determination unit 73 may make the above suggestion to the ride-sharing user when it has decided on a countermeasure that will affect the ride-sharing user (such as moving the seating position, stopping, or changing the route), or may make the above suggestion to the ride-sharing user when it has decided on a countermeasure that will cause a delay (such as stopping or changing the route). This allows countermeasures against car sickness to be implemented while gaining the understanding of the ride-sharing user.

[0069] Furthermore, when information indicating that a passenger user (carpooling user) other than the passenger user suffering from carsickness does not consent to the implementation of countermeasures against carsickness is input by operating the terminal device 34 (input device 341), the countermeasure determination unit 73 may decide on a countermeasure other than the proposed countermeasure (countermeasure included in the countermeasure proposal information). This allows the intentions of the passenger pooling user to be reflected in the countermeasures against carsickness, thereby maintaining the convenience of the ride-hailing service. For example, if a rideshare user does not consent to the implementation of measures to deal with carsickness (does not tolerate delays), the above-mentioned instruction to the car-sick riding user may be given to disembark, and a replacement car may be arranged for the user who disembarked. Furthermore, after the car-sick riding user disembarks, the service vehicle 3 may continue driving to the rideshare user's disembarkation location. This allows for flexible response to users' car sickness and maintains the convenience of the ride-hailing service for both the car-sick user and the rideshare user.

[0070] The countermeasure determination unit 73 may implement a countermeasure that will cause a delay (stopping, changing route) if both the car sick passenger user and the rideshare user agree. Also, if either the car sick passenger user or the rideshare user does not agree to a countermeasure that will cause a delay (stopping, changing route), the countermeasure determination unit 73 may implement a countermeasure that corresponds to Level 1 in the progression level (a countermeasure that can be implemented while continuing to travel). This makes it possible to more flexibly respond to the car sickness of the passenger user while more reliably maintaining the convenience of the ride-hailing service.

[0071] Based on a request from the countermeasure determination unit 73, the route derivation unit 74 derives a new driving route to the drop-off location (drop-off location in the driving plan) of the car sick passenger and calculates the delay time caused by the new driving route. The route derivation unit 74 sets a new driving route that satisfies predetermined conditions and is other than the current driving route from the current position of the service vehicle 3 to the drop-off location in the driving plan output from the countermeasure determination unit 73. Here, a driving route that satisfies predetermined conditions is a route that can prevent the passenger from getting carsick, such as a driving route with fewer curves or a driving route with a lower speed limit than the current driving route. The route derivation unit 74 may derive the new driving route based on the current position of the service vehicle 3 indicated by the positioning result of the positioning device 31, the high-precision map in the map DB 32, and the drop-off location in the output driving plan.

[0072] Furthermore, when the route derivation unit 74 derives a new driving route, it may calculate an expected arrival time at the drop-off point along the new driving route. The route derivation unit 74 outputs the derived new driving route and the calculated expected arrival time to the countermeasure determination unit 73. This allows the countermeasure determination unit 73 to calculate a delay time when a route change is made as a countermeasure against car sickness. The route derivation unit 74 may transmit a route change request to the vehicle dispatch management device 2 to request the derivation of a new driving route. In this case, as described above, the driving plan setting unit 63 sets a new driving route from the current position of the service vehicle 3 to the drop-off point, and transmits the new driving route and the new scheduled arrival time to the information processing device 300 of the service vehicle 3. Upon receiving the new driving route and the scheduled arrival time, the route derivation unit 74 outputs them to the countermeasure determination unit 73.

[0073] (operation) Fig. 5 is a flowchart of an example of the operation of the information processing device 300 in the service vehicle 3. Here, an example of an information processing method executed by the second controller 37 when a riding user becomes carsick will be described using Fig. 5 while also referring to Figs. 3 and 4. In this example, it is assumed that the service vehicle 3 is in a ride-sharing state. The second controller 37 (user state determination unit 72) determines whether or not the riding user is aware of car sickness (step S1). If the user state determination unit 72 determines that the riding user is car sick (is aware of car sickness) based on the riding user state information, the process proceeds to step S2 (step S1: Y). On the other hand, if the user state determination unit 72 determines that the riding user is not car sick based on the riding user information, the process proceeds to step S12 (step S1: N).

[0074] Next, the second controller 37 (user state determination unit 72) determines the progression level of the car sickness of the riding user (degree of car sickness) (step S2). The user state determination unit 72 determines the symptoms of car sickness exhibited by the riding user based on the riding user state information, and classifies the progression level of the car sickness of the riding user into one of levels 1 to 3. If the second controller 37 (countermeasure determination unit 73) determines that the progression level of the passenger's car sickness has been assigned to level 1, it decides to implement a countermeasure according to the progression level of level 1 (step S4). If the countermeasure determination unit 73 determines that the progression level of the passenger's car sickness has been assigned to level 2, it decides to implement a countermeasure according to the progression level of level 2 (step S5). In step S5, the countermeasure determination unit 73 may determine that the countermeasure corresponding to level 2 (stopping or changing route) that results in the shortest delay time is to be the countermeasure. Furthermore, when the countermeasure determination unit 73 determines that the progression level of the car sickness of the riding user has been classified as level 3, it decides to implement a countermeasure corresponding to the progression level of level 3 (step S6).

[0075] When the second controller 37 (countermeasure determination unit 73) determines a countermeasure for a progress level of level 1 or 2, the second controller 37 moves the process to step S12. On the other hand, when the second controller 37 (countermeasure determination unit 73) determines a countermeasure for a progression level of Level 3, it subsequently calculates the estimated recovery time of the passenger suffering from carsickness (step S7) and presents the delay time to the rideshare user (step S8). Specifically, the countermeasure determination unit 73 outputs (displays) to the output device 342 of the terminal device 34 (or the HMI 42 of the rideshare user's electronic device 4) countermeasure suggestion information including the implementation of stopping as a countermeasure for carsickness and the delay time (estimated recovery time) due to the implementation of the countermeasure (stopping).

[0076] If the ride-share user accepts the contents of the proposed response information via the input device 341 of the terminal device 34 (or the HMI 42 of the ride-share user's electronic device 4), the second controller 37 (measure determination unit 73) determines that the ride-share user has accepted the delay time (and the implementation of the countermeasure (stopping)) (step S9: Y), and stops the service vehicle 3 in a predetermined area (stopping point) where it can be stopped until the expected recovery time has elapsed (step S10). Specifically, the measure determination unit 73 determines an area where the service vehicle 3 can be stopped safely as the stopping point, and outputs the stopping point to the automatic driving control unit 71 to execute stopping control of the service vehicle 3. The second controller 37 (countermeasure determination unit 73) starts measuring the estimated recovery time from the time the stop is determined, and resumes traveling of the service vehicle 3 when the estimated recovery time has elapsed (step S11). Specifically, the countermeasure determination unit 73 requests the automatic driving control unit 71 to resume traveling when the estimated recovery time has elapsed, and in response, the automatic driving control unit 71 resumes traveling from the stop to the location where the boarding user (and ride-sharing user) disembarks.

[0077] When the second controller 37 (user state determination unit 72) determines based on the detection result of the user state sensor 35 (the captured image of the interior of the vehicle or the detection result of the biological information sensor) that all users aboard the service vehicle 3 have dismounted, it terminates the information processing related to dealing with car sickness (step S12: Y). On the other hand, when the user state determination unit 72 determines based on the detection result of the user state sensor 35 that all users aboard the service vehicle 3 have not dismounted (there are users aboard), it returns the processing to step S1, and after a predetermined period of time, it performs a recognition judgment of car sickness among the users aboard.

[0078] Furthermore, if the rideshare user rejects (non-accepts) the contents of the response proposal information via the input device 341 of the terminal device 34 (or the HMI 42 of the rideshare user's electronic device 4), the second controller 37 (countermeasure determination unit 73) determines that the delay time (and the implementation of the countermeasure (stopping)) is not acceptable to the rideshare user (step S9: N), and instructs (displays) the rideshare user who is carsick to get off the vehicle on the output device 342 (display device) of the terminal device 34 (step S13). Next, the second controller 37 (countermeasure determination unit 73) sends a substitute car request to the vehicle dispatch management device 2 to arrange a substitute car for the user who has disembarked (the user who is carsick), and continues driving the service vehicle 3 in which the rideshare user is riding. When the countermeasure determination unit 73 determines the nearest boarding / disembarking point as the temporary disembarking point by referring to the map DB 32, it outputs the temporary boarding point to the automatic driving control unit 71 and causes the service vehicle 3 to stop at the temporary boarding point. When the countermeasure judgment unit 73 determines that the user has disembarked based on the detection results of the user state sensor 35, it requests the automatic driving control unit 71 to resume driving and causes the service vehicle 3 to drive to the ride-sharing user's disembarkation location.

[0079] In this way, the second controller 37 of the information processing device 300 executes the following processes: a process of acquiring passenger user status information indicating the car sickness state of the passenger riding in the service vehicle 3 (unmanned vehicle) while in motion (step S1); a process of determining the progression level, which is the degree of car sickness of the passenger user, based on the passenger user status information (step S2); and a process of deciding to implement one of a plurality of car sickness countermeasures, including at least changing the driving route indicated in the driving plan according to the passenger user's car dispatch request, stopping the vehicle, or instructing the passenger user to disembark, according to the progression level (steps S3 to S6).Each of the plurality of countermeasures (countermeasures according to levels 1 to 3 in the progression level) is associated with a magnitude of impact on the car dispatch service, and the second controller 37 decides on a countermeasure such that the lower the progression level, the smaller the impact on the car dispatch service. This allows the information processing device 300 to decide on the implementation of countermeasures depending on the degree of car sickness of the user while taking into consideration the impact on the vehicle dispatch service. Therefore, it is possible to provide an information processing device that can flexibly deal with the car sickness of users while maintaining the convenience of the vehicle dispatch service.

[0080] (Variation) (1) In the vehicle dispatch system 1, when the second controller 37 (user state determination unit 72) of the information processing device 300 determines that a riding user is carsick (at any one of levels 1 to 3 in the progression level), the second controller 37 (user state determination unit 72) of the information processing device 300 may register the riding user as a ride-sharing restricted user who is restricted from sharing a ride with other users. For example, the user state determination unit 72 may register a restricted user by transmitting to the vehicle dispatch management device 2 car sickness user information including at least information about the riding user (such as user identification information) and the progression level of the riding user's carsickness. Upon receiving the car sickness information, the vehicle dispatch management device 2 (for example, the reservation setting unit 60) may update the user information of the riding user who has carsickness in the user information DB 22 and add information indicating that the riding user is a ride-sharing restricted user who is restricted from sharing a ride with other users. For example, when determining a service vehicle 3 to provide to a user based on a vehicle dispatch request, the vehicle dispatch unit 62 may refer to the user information DB 22 to confirm whether the user who made the vehicle dispatch request is a ride-sharing restricted user, and exclude from consideration service vehicles 3 that are shared with other users. By avoiding ride-sharing between a user who is likely to suffer from car sickness and other users, the impact on transportation for other users is reduced, and the convenience of the vehicle dispatch service can be maintained. Note that when the riding user's progression level is level 2 or higher, that is, when it is determined that the riding user is suffering from car sickness, the user state determination unit 72 may transmit car sick user information to the vehicle dispatch management device 2. This allows only users who have developed car sickness and require countermeasures that will cause delays to the scheduled time to be designated as ride-sharing restricted users, and users with mild car sickness (level 1 in the progression level) to be excluded from the ride-sharing restricted users.

[0081] (2) In the vehicle dispatch system 1, the second controller 37 (countermeasure determination unit 73) of the information processing device 300 may arrange a replacement vehicle for the rideshare user, rather than for the car sick riding user. For example, if the rideshare user does not accept the implementation of countermeasures or delays (does not accept the content of the countermeasure proposal information), the countermeasure determination unit 73 may instruct the rideshare user to dismount and send a replacement vehicle request to the vehicle dispatch management device 2 to arrange for another service vehicle 3 to serve as a replacement vehicle for the rideshare user after dismounting. This allows the rideshare user to be quickly transported to their drop-off location while implementing countermeasures for the car sick riding user (e.g., stopping the vehicle). In other words, the convenience of the vehicle dispatch service can be more reliably maintained while flexibly addressing the car sickness of the riding user. The replacement vehicle request for arranging a replacement vehicle for the rideshare user may include the pick-up location of the replacement vehicle (the current location of the service vehicle 3), the rideshare user's identification information, and the rideshare user's drop-off location in the trip plan.

[0082] (Effects of the embodiment) (1) The information processing device 300 is an information processing device mounted on an unmanned vehicle (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 performs the following processes: acquiring passenger user status information indicating the car sickness state of a passenger riding in the service vehicle 3 while in motion; determining the degree of car sickness of the passenger based on the passenger user status information; and, depending on the degree, deciding to implement one of a plurality of car sickness countermeasures, including at least changing the driving route indicated by the driving plan, stopping the vehicle, or instructing the passenger user to disembark; each of the plurality of countermeasures is associated with a magnitude of impact on the vehicle dispatch service, and the second controller 37 decides on the countermeasure so that the lower the degree, the smaller the impact on the vehicle dispatch service. This allows the information processing device 300 to determine countermeasures for car sickness taking into account the impact on the car dispatch service, making it possible to flexibly respond to car sickness experienced by users while on board and maintain the convenience of the car dispatch service. (2) The second controller 37 may calculate the delay time when the travel route is changed and the delay time when the vehicle is stopped among the above countermeasures, and determine the countermeasure with the shortest calculated delay time. This allows for flexible responses to car sickness while minimizing delays and maintaining the convenience of the ride-hailing service.

[0083] (3) The information processing device 300 includes a terminal device 34 capable of inputting and outputting predetermined information, and when multiple passengers share a single service vehicle 3 (unmanned vehicle), the second controller 37 may output the progression level of the passenger suffering from carsickness and the delay time due to the implementation of the countermeasure to the terminal device 34 as response suggestion information, and suggest the implementation of the countermeasure to passengers other than the passenger suffering from carsickness (passenger users). Furthermore, the response suggestion information does not need to include information that can identify the passenger suffering from carsickness. This allows us to disclose and propose measures to prevent car sickness (such as delay times) to carpool users while respecting the privacy of passengers who suffer from car sickness. (4) When information indicating that another riding user (carpooling user) does not agree to the implementation of the above countermeasures is input through operation of the terminal device 34, the second controller 37 may decide on a countermeasure other than the proposed countermeasures. This allows measures to be taken to prevent car sickness to be determined based on the intentions of the ride-sharing user, thereby maintaining the convenience of the ride-hailing service.

[0084] (5) The information processing device 300 is equipped with a user status sensor 35 capable of detecting the riding user status information, and the second controller 37 may acquire the riding user status information detected by the user status sensor 35 and determine the progression level (degree) of the riding user's car sickness based on the riding user status information. By using the detection results of the user status sensor 35 (user's facial expression, complexion, physical behavior, or biometric information) as passenger user status information, it is possible to determine the progression level of car sickness even before the passenger becomes aware of it (premonition stage of car sickness), and to decide and implement countermeasures against car sickness at an early stage. (6) The information processing device 300 is provided with an input device 341 that allows the passenger to input their own car sickness state, and the second controller 37 may acquire passenger user state information input to the input device 341 by the passenger user's input operation, and determine the progression level (degree) of the passenger user's car sickness based on the passenger user state information. By using the passenger status information entered by the passenger as passenger status information, the progression level of car sickness can be determined based on the passenger's report, and countermeasures can be decided and implemented. (7) The information processing device 300 is equipped with a terminal device 34, and when the second controller 37 determines based on the passenger user status information that the passenger user is showing signs of vomiting and that the level (degree) of car sickness is relatively high, it may output information to the terminal device 34 instructing the passenger user to dismount. This prevents vomiting from occurring inside the vehicle and allows the service vehicle 3 to continue providing the dispatch service. In addition, the service vehicle 3 can arrive at the boarding point of the next user without delay, maintaining the convenience of the dispatch service. (8) The second controller 37 may estimate the expected recovery time of the passenger from car sickness, and may determine the dispatch of another service vehicle 3 as a replacement vehicle that the passenger can transfer to after the expected recovery time has elapsed when the passenger disembarks from the service vehicle 3 (unmanned vehicle) they are riding in based on a disembarkation instruction. By arranging for a substitute car for a user who disembarks based on a disembarking instruction (a passenger who is experiencing car sickness), the user can be transported to the disembarking location quickly after recovering from car sickness, thereby maintaining the convenience of the car dispatch service.

[0085] (9) If the second controller 37 determines that the passenger is carsick based on the passenger status information, it may register the passenger as a restricted user who is restricted from sharing a ride with other users in a service vehicle 3 operated by the ride-hailing service. By restricting (avoiding) users who are likely to get carsick from sharing rides with other users, it becomes easier to implement measures to prevent carsickness and the convenience of the ride-hailing service for other users can be reliably maintained. (10) If the second controller 37 determines based on the passenger status information that the passenger has vomited inside the cabin of the service vehicle 3, which is an unmanned vehicle, it may immediately decide to dispatch another service vehicle 3 as an alternative vehicle to the passenger's planned disembarkation location in the driving plan. This allows another service vehicle 3 to be quickly dispatched as a substitute to the next user who uses the service vehicle 3, and the interior of the service vehicle 3 can be cleaned by returning it to a waiting location, thereby maintaining the convenience of the vehicle dispatch service. (11) The information processing device 300 includes an air conditioning control mechanism 361 that performs at least ventilation and air supply within the cabin of the service vehicle 3, which is an unmanned vehicle, a window opening / closing device 362 that controls the opening and closing of the windows of the service vehicle 3, and a terminal device 34. When the second controller 37 determines that the progression level (degree) of car sickness is a precursor to car sickness, it may implement any of the following countermeasures that can be implemented while the service vehicle 3 continues to travel: operating the air conditioning control mechanism 361 to supply air or ventilation, opening the window with the window opening / closing device 362, suppressing changes in acceleration, and outputting information to the terminal device 34 that prompts the riding user to move their seating position. This allows the system to determine a countermeasure that allows the service vehicle 3 to continue traveling and has minimal impact on the dispatch service when the progression level of car sickness is low (level 1), thereby more reliably maintaining the convenience of the dispatch service while flexibly responding to the car sickness of passengers. [Explanation of symbols]

[0086] 1. Vehicle dispatch system 2. Vehicle dispatch management 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 Vehicle Sensors 31 Positioning device 32 Map Database 33 Communication equipment 34 Terminal Equipment 341 Input Device 342 Output Device 35 User Status Sensor 36 In-vehicle equipment 361 Air conditioning control mechanism 362 Window Opener 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 60 Reservation setting section 61 Location information acquisition unit 62 Dispatch Department 63 Driving plan setting unit 70 Location information transmission unit 71 Automatic driving control unit 72 User status determination unit 73 Countermeasures Judgment Department 74 Route derivation section

Claims

1. An information processing device mounted on an unmanned vehicle provided for 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 riding user state information indicating a car sickness state of a riding user riding in the unmanned vehicle while traveling; A process of determining the degree of car sickness of the riding user based on the riding user state information; A process of determining, depending on the degree, the implementation of one of a plurality of car sickness countermeasures, including at least changing the driving route indicated by the driving plan, stopping the vehicle, or instructing the riding user to get off the vehicle; a controller that executes Each of the plurality of countermeasures is associated with a magnitude of an impact on the vehicle dispatch service; The controller determines the countermeasure so that the lower the degree, the smaller the impact on the vehicle dispatch service.

2. The controller Calculating the delay time when the route is changed and the delay time when the vehicle is stopped among the countermeasures, and determining the countermeasure with the shortest calculated delay time. The information processing device according to claim 1 .

3. A terminal device capable of inputting and outputting predetermined information is provided, The controller When a plurality of passenger users are sharing one of the unmanned vehicles, the degree of car sickness of the passenger user who is car sick and the delay time due to the implementation of the countermeasure are output to the terminal device as countermeasure suggestion information, and the implementation of the countermeasure is suggested to other passenger users other than the passenger user; The response suggestion information does not include information that can identify a passenger who is suffering from car sickness. The information processing device according to claim 2 .

4. The controller When information indicating that the other passenger does not agree to the implementation of the countermeasure is input by operating the terminal device of the other passenger, a countermeasure other than the proposed countermeasure is decided. The information processing device according to claim 3 .

5. a user status sensor capable of detecting the riding user status information; The controller acquiring the riding user state information detected by the user state sensor, and determining the degree of car sickness of the riding user based on the riding user state information; The information processing device according to claim 1 .

6. an input unit that allows the passenger to input their own car sickness level, The controller acquires the riding user state information input to the input unit by an input operation of the riding user, and determines the degree of car sickness of the riding user based on the riding user state information. The information processing device according to claim 1 or 5.

7. A terminal device capable of inputting and outputting predetermined information is provided, When the controller determines based on the riding user state information that the riding user has a premonition of vomiting and the degree of vomiting is relatively high, the controller outputs information indicating an instruction for the riding user to get off the vehicle to the terminal device. The information processing device according to claim 6 .

8. The controller Estimate an expected recovery time for the passenger to recover from car sickness; The riding user who has gotten off the unmanned vehicle he was riding in based on the get-off instruction determines the dispatch of another vehicle to which he can transfer after the expected recovery time has elapsed. The information processing device according to claim 7 .

9. The controller When it is determined that the riding user is carsick based on the riding user state information, the riding user is registered as a restricted user who is restricted from sharing a ride with other users in a vehicle operated by the ride-dispatch service. The information processing device according to claim 1 .

10. When the controller determines based on the riding user state information that the riding user has vomited in the unmanned vehicle, the controller immediately determines to dispatch an alternative vehicle to the riding user's drop-off location in the travel plan. The information processing device according to claim 6 .

11. an air conditioning mechanism that performs at least ventilation and air blowing within a cabin of the unmanned vehicle; a window opening / closing device for controlling the opening and closing of a window of the unmanned vehicle; a terminal device capable of inputting and outputting predetermined information; The severity of car sickness is, from lowest to highest, the symptoms of car sickness, the onset of car sickness, the symptoms of vomiting, and the onset of vomiting. The controller 7. The information processing device according to claim 6, wherein, when it is determined that the degree is a precursor to carsickness, one of the following countermeasures that can be implemented while continuing to drive the unmanned vehicle is to operate the air conditioning mechanism, open the window using the window opening / closing device, suppress changes in acceleration, or output information to the terminal device urging the passenger to move their seating position.

Images