Vehicle management device and vehicle management method

Abstract

This system prevents a decrease in service efficiency when a driverless, autonomous service vehicle experiences low tire pressure. [Solution] The vehicle management device comprises a processing unit that manages a vehicle operated by automatic driving with passengers on board, and a tire pressure detection sensor that detects the tire pressure and the rate at which the tire pressure decreases. The processing unit acquires data including the detection result from the tire pressure detection sensor, calculates the drivable time and upper speed limit based on the current tire pressure and the rate of pressure decrease included in the acquired data, and calculates a drivable route based on the calculated drivable time and upper speed limit.

Description

Technical Field

[0001] The present invention relates to a vehicle management device and a vehicle management method.

Background Art

[0002] Conventionally, for example, during highway driving or before starting highway driving, a tire air pressure warning device for a vehicle has been proposed that displays a shortage state of tire air pressure to prompt the user to adjust the air pressure and promote appropriate tire air pressure adjustment (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the tire air pressure warning device for a vehicle described in Patent Document 1, for example, during an unmanned automatic driving service, if the tire air pressure drops due to a puncture or the like, maintenance cannot be performed, so the service may be interrupted.

[0005] An object of the present disclosure is to provide a vehicle management device and a vehicle management method capable of preventing a decrease in service efficiency when a vehicle with a tire air pressure drop occurs in an unmanned automatic driving service vehicle. <I

Means for Solving the Problems

[0006] A vehicle management device according to one aspect of the present disclosure is a vehicle management device equipped with a processing unit for managing a vehicle that is operated by autonomous driving with an occupant on board, and is equipped with a tire pressure detection sensor that detects the air pressure of the vehicle's tires and the rate at which the air pressure is reduced. The processing unit acquires data including the detection result from the tire pressure detection sensor, calculates the drivable time and upper speed limit based on the current tire pressure and the rate of reduction included in the acquired data, and calculates a drivable route based on the calculated drivable time and upper speed limit.

[0007] Furthermore, in one aspect of the present disclosure, a vehicle management method is provided in which a vehicle is equipped with a tire pressure detection sensor that detects the tire pressure and the rate of pressure reduction, and a processing unit manages a vehicle that is operated by autonomous driving with an occupant on board, wherein the processing unit acquires data including detection results from the tire pressure detection sensor, calculates the drivable time and upper speed limit based on the current tire pressure and pressure reduction rate included in the acquired data, and calculates a drivable route based on the calculated drivable time and upper speed limit. [Effects of the Invention]

[0008] According to this disclosure, it is possible to provide a vehicle management device and a vehicle management method that can prevent a decrease in service efficiency when a vehicle with low tire pressure occurs among unmanned automated driving service vehicles. [Brief explanation of the drawing]

[0009] [Figure 1] This figure illustrates an example of a schematic configuration of a vehicle management system according to one embodiment of the present invention. [Figure 2] This diagram illustrates the drivable time calculated in a vehicle management system according to one embodiment of the present invention. [Figure 3] This figure shows an example of the contents of a pneumatic pressure-upper speed correspondence database according to one embodiment of the present invention. [Figure 4] This flowchart shows the control procedure for an in-vehicle system and a control system according to one embodiment of the present invention. [Figure 5A] This is a diagram (part 1) showing an example of a travel route calculated by a route generation device of a control system according to one embodiment of the present invention. [Figure 5B] This is a diagram (part 2) showing an example of a travel route calculated by a route generation device of a control system according to one embodiment of the present invention. [Figure 5C] This is a diagram (part 3) showing an example of a travel route calculated by a route generation device of a control system according to one embodiment of the present invention. [Figure 6] This is a first example illustrating a scenario in which a vehicle is driven to a stopping position identified by a server of a control system according to one embodiment of the present invention. [Figure 7] This is a second example illustrating a scenario in which a vehicle is driven to a stopping position identified by a server of a control system according to one embodiment of the present invention. [Figure 8] This is a third example illustrating a scenario in which a vehicle is driven to a stopping position identified by a server of a control system according to one embodiment of the present invention. [Modes for carrying out the invention]

[0010] Embodiments of the present invention will be described below with reference to the drawings. However, the embodiments described below are merely illustrative, and there is no intention to exclude various modifications or applications of techniques not explicitly stated below. The present invention can be implemented by various modifications (for example, by combining each embodiment) without departing from its spirit. In the following drawings, identical or similar parts are denoted by the same or similar reference numerals. The drawings are schematic and do not necessarily correspond to actual dimensions or proportions. There may be parts in the drawings where the dimensional relationships and proportions differ from those of other parts.

[0011] Figure 1 is a diagram illustrating an example of a schematic configuration of a vehicle management system according to one embodiment of the present invention. As shown in the figure, the vehicle management system 1 consists of multiple on-board systems 100 mounted on multiple vehicles and a control system 200 provided outside the vehicles. Although Figure 1 shows an on-board system 100 mounted on one vehicle, the vehicle management system 1 can be configured to include multiple on-board systems 100.

[0012] Multiple in-vehicle systems 100 and the control system 200 can communicate various types of information via communication lines. Examples of communication lines include mobile phone networks, wireless LAN networks, DSRC (Dedicated Short Range Communication) networks, and power line communication networks.

[0013] Vehicles equipped with the in-vehicle system 100 include electric vehicles powered by an electric motor, engine-powered vehicles powered by an internal combustion engine, and hybrid vehicles powered by both an electric motor and an internal combustion engine. Electric vehicles and hybrid vehicles powered by electric motors also include those powered by secondary batteries or fuel cells.

[0014] As shown in Figure 1, the in-vehicle system 100 includes an air pressure detection sensor 110 (an example of a tire air pressure detection sensor), an air pressure determination device 120, a route generation device 130, a map database 140, an in-vehicle communication device 150, and an autonomous vehicle controller 160. These devices are connected to each other by, for example, a CAN (Controller Area Network) or other in-vehicle LAN to exchange information. The air pressure determination device 120, route generation device 130, map database 140, in-vehicle communication device 150, and autonomous vehicle controller 160 constitute a processing unit.

[0015] The pneumatic pressure detection sensor 110 detects the pneumatic pressure of the vehicle's tire and the decompression rate of the pneumatic pressure. The detection result of the pneumatic pressure detection sensor 110 is output to the pneumatic pressure determination device 120. The pneumatic pressure determination device 120 includes an information acquisition function for acquiring the detection result of the pneumatic pressure detection sensor 110, a travelable time calculation function for analyzing the detection result of the pneumatic pressure detection sensor 110 to calculate the travelable time, and an upper limit speed calculation function for calculating the upper limit speed.

[0016] The travelable time calculation function calculates the travelable time based on the current tire pneumatic pressure and the decompression rate included in the detection result of the acquired pneumatic pressure detection sensor 110. FIG. 2 is a diagram for explaining the travelable time calculated in the vehicle management system according to an embodiment of the present invention. That is, FIG. 2 shows a graph of the travelable time based on the decompression rate of the tire pneumatic pressure at the timing of a puncture. In FIG. 2, the vertical axis represents the pneumatic pressure, and the horizontal axis represents the elapsed time. Threshold A represents the upper limit value of speed limitation, and threshold B represents the lower limit value of speed limitation. The vehicle can travel for, for example, 15 minutes until the pneumatic pressure reaches threshold B at which travel is impossible after a puncture occurs.

[0017] The upper limit speed calculation function includes a pneumatic pressure - upper limit speed correspondence database 121 shown in FIG. 3, and refers to the pneumatic pressure - upper limit speed correspondence database 121 based on the current tire pneumatic pressure included in the detection result of the acquired pneumatic pressure detection sensor 110 to calculate the upper limit speed.

[0018] FIG. 3 is a diagram showing an example of the stored content of the air pressure - upper limit speed correspondence database 121. The air pressure - upper limit speed correspondence database 121 stores a table representing the correspondence between air pressure and the upper limit speed. That is, when the current tire air pressure is 270 kPa, the vehicle can travel without restrictions. When the current tire air pressure is less than 270 kPa and not less than 260 kPa, the speed of the vehicle is limited to 80 km / h. When the current tire air pressure is less than 260 kPa and not less than 250 kPa, the speed of the vehicle is limited to 60 km / h. When the current tire air pressure is less than 250 kPa and not less than 240 kPa, the speed of the vehicle is limited to 40 km / h. Further, when the current tire air pressure is less than 240 kPa, the speed of the vehicle is limited to 5 km / h or the vehicle cannot travel.

[0019] Returning to FIG. 1, the travelable time information and upper limit speed information calculated by the air pressure determination device 120 are output to the autonomous vehicle controller 160. The route generation device 130 guides the driver by showing a route from the current position of the host vehicle to the destination based on, for example, the position information of the host vehicle detected by GPS (not shown). That is, the route generation device 130 acquires map information from the map database 140 and calculates the travel route of the host vehicle from the position information of the host vehicle and the position information of the destination. Further, the travelable time information and upper limit speed information output from the autonomous vehicle controller 160 are input to the route generation device 130. Then, the route generation device 130 calculates a travel route considering the tire air pressure of the host vehicle based on the travelable time information, upper limit speed information, position information of the host vehicle, and position information of the destination. The travel route information calculated by the route generation device 130 is output to the autonomous vehicle controller 160.

[0020] The map database 140 stores map information. The map information includes road information and traffic rule information. The road information is defined by nodes and links connecting the nodes.

[0021] In this embodiment, the road information is stored for each road link, associating it with the road type, road width, road shape, whether straight-ahead travel is permitted, priority of traffic, whether overtaking is permitted (whether entering an adjacent lane is permitted), whether lane changes are permitted, and other road-related information. Furthermore, the road information is stored for each road link, associating it with the intersection's location, direction of entry into the intersection, type of intersection, and other intersection-related information.

[0022] The traffic rule information in this embodiment consists of traffic rules that vehicles must observe while driving, such as stopping, no parking / stopping, slowing down, speed limits, and no lane changes along the route. Each rule is defined for each location (latitude, longitude) and each link. The traffic rule information may also include traffic signal information obtained from devices installed on the roadside. Furthermore, the map information is not limited to road information and traffic rule information, but may also include background information on the map (rivers, facilities, railways, place names, etc.).

[0023] Furthermore, the map information stored in the map database 140 may be high-precision map information suitable for autonomous driving. High-precision map information is obtained through communication with an external source.

[0024] In this embodiment, automated driving refers to driving where the driving entity is not solely the driver. For example, this includes cases where the driving entity includes a driver assistance controller (not shown) that assists the driver in performing driving operations, or where an automated driving on-board controller 160 performs driving operations on behalf of the driver. In this embodiment, the automated driving on-board controller 160 will be described as the driving entity. Automated driving by the automated driving on-board controller 160 will be described later.

[0025] The on-board communication device 150 is a device capable of communicating with the communication device 210 of the control system 200. The on-board communication device 150 receives information from the autonomous driving on-board controller 160, including the vehicle's location, remaining driving time, maximum speed, and the need for remote instructions. The on-board communication device 150 transmits the information received from the autonomous driving on-board controller 160 to the communication device 210. The on-board communication device 150 also outputs information received from the communication device 210, including information about emergency vehicles on the driving route and information about stopping positions, to the autonomous driving on-board controller 160. The details of each piece of information communicated by the on-board communication device 150 will be described later. The on-board communication device 150 may also be configured to transmit data including the detection results of the air pressure detection sensor 110 to the communication device 210 of the control system 200. In this case, the control system 200 has the same functions as the air pressure judgment device 120.

[0026] The autonomous driving in-vehicle controller 160 consists of a ROM (Read Only Memory) that stores a program for controlling the vehicle's movement, a CPU (Central Processing Unit) that executes the program stored in the ROM, and a RAM (Random Access Memory) that functions as an accessible storage device. In addition, an MPU (Micro Processing Unit), DSP (Digital Signal Processor), ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), etc., can be used as the operating circuit instead of or in conjunction with the CPU (Central Processing Unit).

[0027] The autonomous driving in-vehicle controller 160 implements information acquisition, surrounding area recognition, stopping necessity determination, stopping space identification, remote instruction necessity determination, autonomous driving, and emergency driving functions by executing a program stored in ROM using the CPU. Each function will be described below.

[0028] The information acquisition function will now be explained. The autonomous driving in-vehicle controller 160 acquires driving information related to the vehicle's movement, surrounding environment information related to the environment around the vehicle, traffic rule information related to the traffic rules of the road on which the vehicle is traveling, and the vehicle's position information through its information acquisition function. Driving information includes vehicle speed information of the vehicle detected by a vehicle speed sensor (not shown), steering information of the vehicle detected by a steering angle sensor (not shown), etc. Surrounding environment information includes images of the area around the vehicle captured by an in-vehicle camera (not shown), information on obstacles, etc. Traffic rule information includes road type, road shape, number of lanes, legal speed limit for the driving lane, and content of traffic rules, which are necessary for autonomous driving and are stored in the map database 140. The vehicle's position information includes the vehicle's current position information and the vehicle's driving route calculated by the route generation device 130.

[0029] Next, the surrounding area recognition function will be explained. The autonomous driving on-board controller 160 recognizes the state of the area around its own vehicle through its surrounding area recognition function. Specifically, the autonomous driving on-board controller 160 recognizes the presence or absence of obstacles in the area around its own vehicle, the direction in which the obstacles are located relative to the vehicle, and the distance to the obstacles. The autonomous driving on-board controller 160 also identifies parking spaces in the area around its own vehicle. For example, the autonomous driving on-board controller 160 determines whether there is enough space around its own vehicle to park based on the distance from its own vehicle to road markings and the direction in which the road markings are located, as well as the distance to obstacles and the direction in which the obstacles are located. As a result, the autonomous driving on-board controller 160 can identify parking lots, road shoulders, roadsides, etc., in the area around its own vehicle as parking spaces.

[0030] Next, the function for determining the necessity of stopping will be explained. The autonomous driving on-board controller 160 uses the function for determining the necessity of stopping to determine whether or not to temporarily stop its own vehicle so as not to obstruct the movement of other vehicles. In this embodiment, the autonomous driving on-board controller 160 determines whether or not it is necessary to stop based on the drivable time information and upper speed limit information acquired by the information acquisition function.

[0031] For example, the autonomous driving on-board controller 160 understands the change in the vehicle's position each time its own position information is updated. At this time, the autonomous driving on-board controller 160 superimposes its own position information onto map information, taking into account the surrounding environment, and makes a decision on whether it is necessary to stop the vehicle.

[0032] Next, the stopping space identification function will be explained. The autonomous driving onboard controller 160 uses the stopping space identification function to identify a space in which its own vehicle can stop without obstructing the movement of other vehicles. In this embodiment, the autonomous driving onboard controller 160 determines whether or not there is a stopping space on the shoulder side of the road in which its own vehicle can stop.

[0033] Here, we will explain the actions taken to stop in a way that does not obstruct the movement of other vehicles. Generally, stopping actions for a vehicle include slowing down without changing the direction of travel of the vehicle, and changing the direction of travel of the vehicle towards the shoulder of the road and slowing down while moving close to the shoulder of the road. In this embodiment, the automatic driving onboard controller 160 uses a stopping space identification function to designate spaces located on the shoulder of the road where the vehicle can slow down or stop as target stopping spaces. If the vehicle is traveling in the lane closest to the shoulder, the automatic driving onboard controller 160 will designate spaces located closer to the shoulder than the current driving position on the lane (for example, the center of the lane) where the vehicle can slow down or stop as target stopping spaces.

[0034] For example, the autonomous driving onboard controller 160 determines whether the vehicle can enter a space located on the shoulder of the road ahead of the vehicle's direction of travel (on the vehicle's travel route) based on static information that does not change much, such as road width and number of lanes included in the map information, and dynamic information that changes according to the situation, such as obstacles in the road detected by an surrounding detection device (not shown). If the autonomous driving onboard controller 160 determines that the vehicle can enter the space located on the shoulder of the road based on the vehicle's total length and width information, it identifies the space as a space where the vehicle can stop. Information regarding the size of the vehicle, such as its total length and width, is stored in memory such as ROM beforehand.

[0035] Furthermore, for example, if multiple stopping spaces are identified on the shoulder of the road, the autonomous driving onboard controller 160 selects the space closest to the vehicle that the vehicle can enter at a predetermined speed or less as the stopping space. This allows the vehicle to change its direction of travel to head towards the stopping space as quickly as possible when it needs to stop, and as a result, the vehicle can stop as quickly as possible without obstructing the movement of other vehicles.

[0036] Next, the remote instruction necessity determination function will be explained. The autonomous driving in-vehicle controller 160 uses the remote instruction necessity determination function to determine whether or not a remote instruction from the server 220 of the control system 200 (described later) is necessary to stop the vehicle in a way that does not interfere with the movement of other vehicles.

[0037] If the autonomous driving on-board controller 160 determines, based on its stop necessity determination function, that it is necessary to temporarily stop the vehicle, it will decide on a stopping action to stop the vehicle. Specifically, the autonomous driving on-board controller 160 will decide whether to decelerate without changing the direction of travel of the vehicle, or to change the direction of travel of the vehicle toward the shoulder and decelerate while moving closer to the shoulder of the road. Alternatively, the autonomous driving on-board controller 160 may decide to stop without changing the direction of travel of the vehicle, or to change the direction of travel of the vehicle toward the shoulder and stop while moving closer to the shoulder of the road, instead of decelerating.

[0038] The autonomous driving in-vehicle controller 160, based on its remote instruction necessity determination function, transmits information regarding the necessity of remote instruction to the control system 200 (described later) via the in-vehicle communication device 150 if it determines that remote instruction is necessary from the server 220. The information regarding the necessity of remote instruction includes information indicating that remote instruction is necessary (remote instruction request information), vehicle location information, surrounding environment information, driving time information, maximum speed information, and information that can identify the vehicle (license plate number, vehicle color, vehicle type, etc.).

[0039] While the example given for determining when remote instruction is necessary was that a stopping space cannot be identified, the autonomous driving on-board controller 160 may also determine that remote instruction is necessary if the stopping space is too small for the vehicle to enter, even if the space can be identified.

[0040] Next, the autonomous driving function will be explained. The autonomous driving on-board controller 160 automatically drives the vehicle to its destination in order to make it travel along the designated route. For example, when an occupant sets the destination of the vehicle to the route generation device 130, the route generation device 130 calculates the travel route to the destination and outputs the travel route and destination information to the autonomous driving on-board controller 160.

[0041] The autonomous driving onboard controller 160 generates control signals to control each drive mechanism (e.g., brake control mechanism, accelerator control mechanism, engine control mechanism, etc.) in order to drive the vehicle according to a target route and target speed. For example, the autonomous driving onboard controller 160 generates steering amount, drive amount, and braking amount. The autonomous driving onboard controller 160 outputs the generated control signals to a drive control device (not shown). Note that the method for automatically driving the vehicle as described above is just one example and is not particularly limited.

[0042] Next, the emergency driving function will be explained. The automatic driving on-board controller 160, using the emergency driving function, automatically drives the vehicle to the stopping position and then stops or slows down at the stopping position. The automatic driving on-board controller 160 receives information regarding the stopping position from the control system 200, which will be described later. The information regarding the stopping position includes at least the location information of the stopping position and information about the vehicle's route to the stopping position. The stopping position is indicated, for example, by latitude and longitude. The stopping position and the route to the stopping position will be described later.

[0043] Next, the control system 200 will be described. As shown in Figure 1, the control system 200 includes a communication device 210, a server 220, a map database 230, and a route generation device 240.

[0044] The communication device 210 is a device that can communicate with the in-vehicle communication device 150 provided in the in-vehicle system 100 via a communication line. The communication device 210 outputs information received from the in-vehicle communication device 150 to the server 220, and transmits information input from the server 220 to the in-vehicle communication device 150. The information received from the in-vehicle communication device 150 includes driving time information and upper speed limit information. The information input from the server 220 includes vehicle information acquired by the communication device 210, and driving route information and stopping position information generated by the server 220.

[0045] Furthermore, the communication device 210 can also communicate with entities other than vehicles. For example, the communication device 210 can communicate with the Road Traffic Information Communication System VICS (registered trademark) (Vehicle Information and Communication System, hereinafter simply referred to as VICS), and the server 220 can grasp the current traffic conditions and the status of traffic lights based on the information from VICS. The communication device 210 outputs the traffic information received from VICS to the server 220. Examples of traffic information include information on congested roads, the distance of congestion, and road closure sections. Traffic information also includes information on the current color of each traffic light and the timing of when each traffic light changes.

[0046] The map database 230 stores map information, similar to the map database 140 mentioned above. The server 220 is a device for managing vehicles when a remote instruction request is received from a vehicle, and consists of a CPU, ROM, and RAM. By executing programs stored in ROM using the CPU, the server 220 realizes vehicle information acquisition, surrounding situation recognition, stopping position identification, driving route calculation, and notification functions.

[0047] The route generation device 240 calculates the requested vehicle's route from the map information in the map database 230 output from the server 220. The route generation device 240 also receives the driving time information and maximum speed information output from the server 220. Based on the driving time information, maximum speed information, the location information of the requested vehicle, and the location information of the destination, the route generation device 240 calculates a route that takes into account the tire pressure of the requested vehicle. The route information calculated by the route generation device 240 is output to the server 220.

[0048] The vehicle information acquisition function will now be explained. The server 220, using the vehicle information acquisition function, acquires information from the vehicle via the communication device 210, including the vehicle's location, surrounding environment, driving route, and information regarding the need for remote instruction. The server 220 is not limited to acquiring information from a single vehicle, but can acquire this information from multiple vehicles.

[0049] Next, the surrounding situation recognition function will be explained. The server 220 uses the surrounding situation recognition function to recognize the situation around the vehicle that transmitted the information (hereinafter also referred to as the target vehicle) based on information regarding the need for remote instructions. For example, the server 220 uses the target vehicle's location information, surrounding environment information, and driving route information to determine whether the target vehicle is driving near an intersection, whether there are other vehicles waiting to pull over or parked vehicles around the target vehicle, whether there is a parking lot where the target vehicle can temporarily pull over, and whether there is no median strip or other obstacles allowing an emergency vehicle to travel in the opposite lane. In addition, the server 220 also uses traffic information to determine the color of traffic lights around the target vehicle and the timing of traffic light changes.

[0050] Next, the stopping position determination function will be explained. The server 220 uses the stopping position determination function to determine the stopping position where the target vehicle should stop so as not to obstruct the movement of other vehicles. In doing so, the server 220 determines the stopping position based on the surrounding conditions of the target vehicle as recognized by the surrounding conditions recognition function.

[0051] Next, the route calculation function will be explained. The server 220 uses the route calculation function to calculate the route to the stop position identified by the stop position identification function.

[0052] Next, the notification function will be described. The server 220 transmits information regarding the stopping position to the target vehicle using the notification function. The information regarding the stopping position includes at least the location information of the stopping position and the travel route. The server 220 transmits the information regarding the stopping position to the target vehicle via the communication device 210. This allows the onboard automatic driving controller 160 installed in the target vehicle to drive the target vehicle to the stopping position without interfering with the movement of other vehicles. In addition to the stopping position and travel route, the information regarding the stopping position may also include instructions at the stopping position (such as stopping or slowing down) and information on the time spent stopped or slowing down at the stopping position.

[0053] (Operation of the vehicle management system) Next, the operation of the vehicle management system 1 according to one embodiment of the present invention will be explained using Figures 4, 5A, 5B, and 5C. Figure 4 is a flowchart showing the control procedure of the in-vehicle system 100 and the control system 200.

[0054] First, the in-vehicle system 100 acquires the vehicle's position information and surrounding environment information using the autonomous driving in-vehicle controller 160. The vehicle's position information includes the vehicle's current location and the vehicle's driving route. The surrounding environment information includes captured images of the area around the vehicle and information about obstacles present in the surrounding area.

[0055] The in-vehicle system 100 then transmits information related to remote instructions to the server 220 at predetermined intervals. The information related to remote instructions includes the request for remote instructions, vehicle location information, surrounding environment information, vehicle travel route information, and information that can identify the vehicle.

[0056] The control system 200 receives information regarding remote instructions from the automated driving vehicle controller 160 at the server 220 and identifies the vehicle requiring remote instructions as the target vehicle. Then, based on the information regarding remote instructions, the server 220 grasps the vehicle status (step ST2a) and determines whether the target vehicle is normal or not (step ST2b).

[0057] Meanwhile, the in-vehicle system 100 detects the tire pressure P of the vehicle using the tire pressure detection sensor 110 (step ST1a), and the tire pressure determination device 120 determines whether the tire pressure P exceeds the threshold A (270kPa) (step ST1b). If it is determined that the tire pressure P exceeds the threshold A (step ST1b:Y), the in-vehicle system 100 transmits information indicating that it is normal to the control system 200 and terminates the process.

[0058] On the other hand, if the onboard system 100 determines that the air pressure P is below threshold A (step ST1b:N), it transmits information indicating an abnormality to the control system 200, and the air pressure determination device 120 determines whether the air pressure P exceeds threshold B (240kPa) (step ST1c). If it determines that the air pressure P exceeds threshold B (step ST1b:Y), the onboard system 100 transmits information indicating a speed limit to the control system 200, and the air pressure determination device 120 calculates the drivable time and upper speed limit information (step ST1d), and the automated driving vehicle controller 160 transmits the drivable time and upper speed limit information to the control system 200 (step ST1e).

[0059] In response, if the control system 200 receives information from the in-vehicle system 100 indicating that it is functioning normally in step ST2b (step ST2b:Y), it continues to monitor the vehicle status (END). On the other hand, if the control system 200 receives information from the in-vehicle system 100 indicating that it is functioning abnormally in step ST2b (step ST2b:N), it determines whether the vehicle in question is driving at a limited speed (step ST2c).

[0060] If the control system 200 determines that the vehicle is traveling at a limited speed (step ST2c:Y) based on the available travel time and upper speed limit information received from the onboard system 100, the control system 200 uses the route generation device 240 to calculate, for example, a first travel route of one lane in each direction L1, L2 where the parking lot P of facility F shown in Figure 5A is located, a second travel route of two lanes in each direction L1 to L4 shown in Figure 5B with no intersections nearby, and a third travel route of one lane in each direction L1, L2 with intersections nearby, within a range of, for example, a 15-minute available travel time (step ST2d).

[0061] The control system 200, via the server 220, sets the first driving route as the highest priority and transmits information indicating the first driving route to the vehicle's onboard system 100 (step ST2e). On the other hand, if the first driving route is impossible to use, for example, because parking lot P is full with other vehicles, the control system 200 selects the second driving route, which has the next highest priority, and transmits information indicating the second driving route to the vehicle's onboard system 100. Furthermore, if the second driving route is impossible to use, for example, because there are no suitable stopping positions on the two lanes L1 and L2 of the second driving route, the control system 200 selects the third driving route, which has the next highest priority, and transmits information indicating the third driving route to the vehicle's onboard system 100.

[0062] When the in-vehicle system 100 receives information indicating the driving route from the control system 200 (step ST1f), it continues service along the received driving route. In other words, the in-vehicle system 100 drives the vehicle at the maximum speed corresponding to the current tire pressure.

[0063] In step ST1c described above, if it is determined that the vehicle is not drivable (step ST1c:N), the in-vehicle system 100 transmits information indicating that the vehicle is not drivable, as well as information indicating the current tire pressure, to the control system 200.

[0064] In step ST2c above, if it is determined that the vehicle is not drivable (step ST2c:N), the control system 200 uses the route generation device 240 to calculate a suitable stopping location based on the information received from the on-board system 100 indicating that the vehicle is not drivable and the current tire pressure (step ST2f), transmits the information indicating the stopping location to the on-board system 100 of the vehicle in question (step ST2g), and dispatches a replacement vehicle to the service interruption location (step ST2h).

[0065] When the in-vehicle system 100 receives information indicating the stopping position from the control system 200 (step ST1i), it stops its vehicle at the stopping position and interrupts the ongoing service (step ST1j).

[0066] (Example of an action to stop a vehicle) This section describes an example where a vehicle can still move normally along a route at an extremely low speed (e.g., 5 km / h) even if the tire pressure has dropped to a level that makes driving impossible. Figure 6 is a first example illustrating a scenario in which vehicle V2 is driven to a stopping position identified by server 220. In Figure 6, server 220, using its surrounding situation recognition function, recognizes that there is no stopping space in lane L1 where vehicle V2 is traveling due to other vehicles waiting and parked vehicles, and also recognizes that there is a parking lot P for facility F adjacent to lane L1. Server 220 then determines, for example, the type of facility F and whether parking lot P is a parking lot where general vehicles can stop, based on map information. In Figure 6, the driving route R1 shows the driving route until arriving at a destination set by the occupants of vehicle V2. Vehicle V2' and vehicle V2'' show vehicle V2 after a predetermined time has elapsed. Vehicle V2''' shows vehicle V2 when traveling along driving route R1.

[0067] If the server 220 determines that parking lot P is a parking lot where general vehicles can park (for example, a convenience store parking lot, a gas station parking lot, a repair shop parking lot, etc.), it identifies parking lot P as a stopping space. The server 220 then calculates the driving route to parking lot P and transmits information about the stopping position to vehicle V2 via the communication device 210. As a result, as shown in Figure 11, the vehicle V2's onboard automatic driving controller 160 can drive vehicle V2 automatically so that it turns left from lane L1 into parking lot P and then stops. Note that facility F may also be a transfer point to public transportation such as a bus stop or a train station.

[0068] Figure 7 is a second example illustrating a scenario in which vehicle V2 is driven to a stopping position identified by server 220. In Figure 7, vehicle V2 is traveling on a straight, two-lane road with no intersections nearby. A median strip exists between it and the oncoming lanes (lanes L3 and L4).

[0069] In the example shown in Figure 7, there are multiple parked vehicles along the road in the lane in which vehicle V2 is traveling. In this scenario, the vehicle V2's onboard autonomous driving controller 160 cannot identify a place for its vehicle to pull over because there are multiple parked vehicles on the shoulder side of lane L1 and there are no places to change the direction of its own vehicle, such as an intersection. Therefore, it transmits information to the server 220 indicating the need for remote instructions from the server 220.

[0070] The server 220, using its surrounding environment recognition function, recognizes that there is no stopping space in lane L1, where vehicle V2 is traveling, due to other vehicles waiting and parked vehicles, and that there is space for vehicle V2 to stop in lane L2, which is adjacent to lane L1. In the example shown in Figure 7, the server 220 identifies the space located on the median strip side (opposing lane side) of lane L2 as the stopping space. The server 220 calculates the driving route to the identified stopping space and transmits information about the stopping position to vehicle V2 via the communication device 210. As a result, as shown in Figure 7, the vehicle V2's onboard autonomous driving controller 160 can, using its emergency driving function, change lanes from lane L1 to lane L2 and then drive vehicle V2 autonomously to the stopping space S1.

[0071] Figure 8 is a third example illustrating a scenario in which vehicle V2 is driven to a stopping position identified by server 220. In Figure 8, multiple vehicles are parked near intersection A. In Figure 8, the driving route R1 shows the route taken to reach a destination set by the occupants of vehicle V2. Vehicle V2''' shows vehicle V2 when it is traveling along the driving route R1.

[0072] In the example shown in Figure 8, the server 220, using its surrounding environment recognition function, recognizes that there is no stopping space near intersection A due to other parked vehicles and other vehicles already stopped. The server 220 also recognizes that there is no stopping space on the shoulder side of lane L1 beyond intersection A in the vehicle V2's travel path. In this case, the server 220 calculates a travel route that changes the travel route itself to the destination. For example, in the example shown in Figure 8, the server 220 calculates a travel route in which vehicle V2 turns left at intersection A, instead of going straight through intersection A on the travel route R1. The server 220 then transmits information regarding the stopping position to vehicle V2 via the communication device 210. As a result, as shown in Figure 8, the vehicle V2's onboard autonomous driving controller 160 can use its emergency driving function to drive vehicle V2 autonomously so that it turns left at intersection A and then stops. In the example shown in Figure 8, the server 220 identifies the space on the shoulder of the road after vehicle V2 turns left at intersection A as the stopping position.

[0073] (Operation when the in-vehicle system 100 and the control system 200 cannot communicate) Next, we will describe the operation when communication between the in-vehicle system 100 and the control system 200 is impossible.

[0074] The in-vehicle system 100 detects the tire pressure P of the vehicle using the tire pressure detection sensor 110, and the tire pressure determination device 120 determines whether the tire pressure P exceeds the threshold A (270 kPa). If it determines that the tire pressure P exceeds the threshold A, the in-vehicle system 100 continues the service as is.

[0075] On the other hand, if the in-vehicle system 100 determines that the air pressure P is below threshold A, the air pressure determination device 120 determines whether or not the air pressure P exceeds threshold B (240 kPa). If it is determined that the air pressure P exceeds threshold B, the in-vehicle system 100 calculates the drivable time and upper speed limit information using the air pressure determination device 120.

[0076] Based on the available driving time and maximum speed information, the in-vehicle system 100 uses the route generation device 130 to calculate, for example, a first driving route of one lane in each direction L1, L2 where the parking lot P of facility F shown in Figure 5A is located, a second driving route of two lanes in each direction L1 to L4 shown in Figure 5B with no intersections nearby, and a third driving route of one lane in each direction L1, L2 with intersections nearby, as shown in Figure 5C.

[0077] The in-vehicle system 100, controlled by the autonomous driving in-vehicle controller 160, prioritizes the first driving route and continues service on the first driving route. In other words, the in-vehicle system 100 drives the vehicle at the maximum speed corresponding to the current tire pressure.

[0078] If it is determined that the vehicle is not drivable, the on-board system 100, using the route generation device 130, calculates a suitable stopping location based on the information received from the on-board system 100 indicating that the vehicle is not drivable and the current tire pressure, stops the vehicle at the stopping location, and interrupts any ongoing services.

[0079] (Effects of the embodiment) (1) A vehicle management device equipped with an on-board system 100 and a control system 200 for managing a vehicle that is operated by autonomous driving with an occupant on board, detects the air pressure and air pressure reduction rate of the vehicle's tires using an air pressure detection sensor 110, and in the air pressure determination device 120 acquires data including the detection result from the air pressure detection sensor 110, calculates the drivable time and upper speed limit based on the current tire air pressure and pressure reduction rate included in the acquired data, and in the route generation device 240 of the control system 200 calculates a drivable route based on the calculated drivable time and upper speed limit. Therefore, based on the current tire pressure and depressurization rate detected by the air pressure detection sensor 110, the drivable time for each type of road (for each vehicle speed range) is calculated, and based on the calculated drivable time and upper speed limit, the drivable route is recalculated, enabling the continuation of mobility services as much as possible.

[0080] (2) If the route generation device 240 of the control system 200 determines that a vehicle will not reach its destination, it will continue the transportation service by arranging for an alternative vehicle, adding repair locations to the route, or transferring to public transport. Therefore, even if it is determined that the vehicle cannot reach its destination, the transportation service will not be interrupted, and the user (passenger) will be guided to their destination as far as possible by arranging an alternative vehicle, adding repair points to the route, or transferring to public transport.

[0081] (3) When multiple drivable routes are calculated, the route generation device 240 of the control system 200 prioritizes the route that is closest to the repairable point among the calculated routes. Therefore, it becomes possible to calculate many possible drivable routes and, among these multiple routes, prioritize selecting the route with the closest repair point. This further improves the efficiency of determining a drivable route.

[0082] (4) The in-vehicle system 100 is equipped with an in-vehicle communication device 150 that can communicate with the control system 200, and the autonomous driving vehicle controller 160 communicates data including the detection results from the pneumatic pressure detection sensor 110 to the control system 200 through the in-vehicle communication device 150. Therefore, by communicating data including the detection results from the pneumatic detection sensor 110 with the control system 200, the control system 200 can share the task of calculating drivable routes, thereby enabling the in-vehicle system 100 and the control system 200 to work together efficiently to calculate drivable routes.

[0083] (5) If communication with the control system 200 is not possible, the in-vehicle system 100 generates a route based on the available driving time and the maximum speed using the route generation device 130. Therefore, when communication with the control system 200 is impossible, the route generation device 130 installed on the vehicle can generate a route based on the available driving time and maximum speed without going through the control system 200.

[0084] (6) If the autonomous vehicle controller 160 of the in-vehicle system 100 determines that the vehicle is unable to move, it moves the vehicle to a stopping position and stops it based on information indicating a stopping position received from the control system 200. Therefore, if the vehicle determines that it is unable to move, it notifies the control system 200 of this fact, and the control system 200 transmits information to the vehicle indicating a possible stopping location. Upon receiving this information, the vehicle's autonomous driving controller 160 determines the possible stopping location, and the vehicle stops at the possible stopping location. This allows the control system 200 to dispatch a replacement vehicle to the vehicle's service interruption location, i.e., the stopping location, and to continue providing the user with transportation services to their destination.

[0085] (7) The autonomous driving vehicle controller 160 of the in-vehicle system 100 moves the vehicle to at least one of the following locations, provided that the vehicle can move normally along the route at a very low speed even if the air pressure drops to a level that makes it impossible to drive, for a short period of time. Therefore, even if the tire pressure drops to a level that makes driving impossible, the vehicle can be moved to at least one of the following locations: a place where it can be stopped, a place where it can be repaired, a place where a replacement vehicle can be prepared, or a place where it can transfer to public transport, allowing it to reach its destination in a short time.

[0086] The embodiments described above are provided to facilitate understanding of the present invention and are not intended to limit it. Therefore, each element disclosed in the above embodiments is intended to include all design modifications and equivalents that fall within the technical scope of the present invention. [Explanation of Symbols]

[0087] 1. Vehicle Management System 100 In-vehicle systems 110 Air pressure detection sensor 120 Pneumatic pressure determination device 130 Route Generator 140 Map Databases 150 In-vehicle communication devices 160 Autonomous driving vehicle controller 200 Control System 210 Communication equipment 220 servers 230 Map Databases 240 Route Generator L1, L2, L3 lanes Parking Route 1 S1 Stopping position space V2, V2', V2'', V2''' Vehicle

Claims

1. A vehicle management device equipped with a computing processing unit that manages a vehicle operated by autonomous driving with a passenger on board, The vehicle is equipped with a tire pressure detection sensor that detects the air pressure of the vehicle's tires and the rate at which the air pressure is reduced. The processing unit acquires data including the detection result from the tire pressure detection sensor, calculates the drivable time and upper speed limit based on the current tire pressure and the depressurization rate included in the acquired data, and calculates a drivable route based on the calculated drivable time and upper speed limit. Vehicle management system.

2. The vehicle management device according to claim 1, wherein the processing unit determines that the vehicle will not reach its destination, and in doing so, continues the transportation service by arranging for a replacement vehicle, adding a repairable location to the route, or transferring to public transportation.

3. The vehicle management device according to claim 1, wherein, when multiple drivable routes are calculated, the calculation processing unit prioritizes the route with the closest repairable point among the calculated multiple routes.

4. It is equipped with a communication unit that can communicate with the control system that manages vehicle dispatch, The vehicle management device according to claim 1, wherein the processing unit communicates data including the detection result from the tire pressure detection sensor to the control system via the communication unit.

5. The vehicle management device according to claim 4, wherein, if communication with the control system is not possible, the processing unit generates a route on the vehicle side based on the drivable time and the upper speed limit.

6. The vehicle management device according to claim 4, wherein, when the processing unit determines that the vehicle is unable to move, it moves the vehicle to a stopping position and stops it based on information indicating a stopping position received from the control system.

7. The vehicle management device according to claim 1, wherein the processing unit moves the vehicle to at least one of the following locations, a stopping location, a repair location, a location where a replacement vehicle can be prepared, or a transfer location to public transport, for a predetermined period of time, provided that the vehicle can move normally along the route at an extremely low speed even if the air pressure drops to a level that makes it impossible to drive.

8. A vehicle management method is provided in which a processing unit manages the vehicle, which is operated by autonomous driving with an occupant on board, and the vehicle is equipped with a tire pressure detection sensor that detects the air pressure of the tires and the rate at which the air pressure decreases, The aforementioned arithmetic processing unit is Data including the detection result is obtained from the tire pressure detection sensor. Based on the current tire pressure included in the acquired data and the depressurization rate, the drivable time and upper speed limit are calculated. A vehicle management method that calculates a drivable route based on the calculated drivable time and the upper speed limit.

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