Information processing methods, autonomous vehicles, and programs

Abstract

It can manage the operation of autonomous vehicles and handle on-site and remote responses to obstacles. [Solution] The information processing method of the embodiment is an information processing device equipped with a processor, and is an information processing method executed by the processor, comprising: receiving notification from an automated driving vehicle under operation management that it has become unable to drive automatically due to an obstacle, and determining whether it is possible for a worker to respond to the obstacle within a predetermined time; determining whether remote response is possible if it is determined that it is not possible for a worker to respond to the obstacle; if it is determined that remote response is possible, instructing a remote response terminal to perform the remote response to avoid the state of being unable to drive automatically; and, in parallel with the remote response, requesting a worker terminal to respond to the obstacle that has caused the vehicle to become unable to drive automatically.

Description

[Technical Field]

[0001] Embodiments of the present invention relate to an information processing method, an autonomous vehicle, and a program. [Background Art]

[0002] Conventionally, autonomous vehicles have increasingly been introduced for customer baggage transportation, which is one of the baggage handling operations at airports. In the operation thereof, when the vehicle encounters an obstacle that cannot be avoided through autonomous driving, either of the following responses has been adopted: a response by requesting nearby workers to rush over to remove the obstacle, or a remote response where a remote operator operates the vehicle to avoid the obstacle. [Prior Art Documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2023-154509 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] Incidentally, customer baggage transportation at airports has a strictly enforced time limit, and a delay of 30 to 60 seconds may cause significant impacts. However, there are cases where neither of the above responses can fully address the situation. That is, in the case of the response of having workers rush over, if there are no workers nearby, it takes time for them to arrive at the scene, which may result in the response not being completed within the time limit. Furthermore, in the case of remote response, since the obstacle or the like is not removed, the same situation occurs when another autonomous vehicle passes through the same route, requiring repeated remote responses. This results in problems such as an increase in total response time and greater time loss. The present invention has been made in view of the above, and aims to provide an information processing method, an autonomous vehicle, and a program that can manage the operation of an autonomous vehicle and perform on-site response and remote response processing to obstacles. [Means for solving the problem]

[0005] The information processing method of the embodiment is an information processing device equipped with a processor, and is an information processing method executed by the processor, comprising the steps of: receiving notification from an automated driving vehicle under operation management that it has become unable to drive automatically due to an obstacle, and determining whether it is possible for a worker to respond to the obstacle within a predetermined time; determining whether remote response is possible if it is determined that it is not possible for a worker to respond to the obstacle; if it is determined that remote response is possible, instructing a remote response terminal to perform the remote response to avoid the state of being unable to drive automatically; and, in parallel with the remote response, requesting a worker terminal to respond to the obstacle that has caused the vehicle to become unable to drive automatically. [Brief explanation of the drawing]

[0006] [Figure 1] Figure 1 is a block diagram illustrating the schematic configuration of an automated vehicle operation management system according to an embodiment. [Figure 2] Figure 2 is a diagram showing the functional configuration of the vehicle management server. [Figure 3] Figure 3 is a diagram illustrating the overview structure of the database. [Figure 4] Figure 4 is a functional block diagram of an autonomous vehicle. [Figure 5] Figure 5 is a functional block diagram of the remote operator terminal. [Figure 6] Figure 6 is a functional block diagram of the worker terminal. [Figure 7] Figure 7 is an overview operation flowchart of the embodiment. [Figure 8] Figure 8 is an explanatory diagram of a specific example of operation. [Figure 9]Figure 9 is a detailed operation timing chart of the embodiment (part 1 of 1). [Figure 10] Figure 10 is a detailed operation timing chart of the embodiment (part 1 of 2). [Figure 11] Figure 11 is a detailed operation timing chart of the embodiment (part 2-1). [Figure 12] Figure 12 is a detailed operation timing chart of the embodiment (part 2 of 2). [Modes for carrying out the invention]

[0007] Figure 1 is a block diagram illustrating the schematic configuration of an automated vehicle operation management system according to an embodiment. The automated vehicle operation management system 10 comprises a vehicle management server 11, a database (DB) 12, a group of automated vehicles 13, a group of remote operator terminals 14, a group of worker terminals 15, and a communication network 16.

[0008] The vehicle management server 11 manages the entire automated vehicle operation management system 10 and also refers to the database 12 to make requests for on-site response, remote response, etc. The database (DB) 12 is connected to the vehicle management server 11 via a communication network 16 configured as a WAN or LAN, and stores and updates information regarding the location, status, and status of autonomous vehicles and workers, as well as information regarding the status of remote operators.

[0009] The group of autonomous vehicles 13 includes autonomous vehicles 13-1 to 13-K (where K is a natural number) that can automatically travel along a route set by the control of the vehicle management server 11, and can also travel under the control of a remote operator. Here, the autonomous vehicles 13-1 to 13-K are configured, for example, as tractors towing carts loaded with cargo, and are capable of communicating wirelessly with the vehicle management server 11 or a remote operator terminal.

[0010] The remote operator terminal group 14 includes remote operator terminals 14-1 to 14-L (L is a natural number) for performing remote travel operations on the automatically driving vehicles 13-1 to 13-K through operations by a remote operator. The worker terminal group 15 includes, for example, worker terminals 15-1 to 15-M (M is a natural number) that can be respectively carried by workers. The worker terminals 15-1 to 15-M are configured as, for example, portable information processing devices such as smartphones or tablets.

[0011] Figure 2 is a functional configuration diagram of the vehicle management server. Here, the vehicle management server 11 is configured as a so-called computer including a microprocessor such as an MPU, a memory such as a ROM and a RAM, an external storage device such as a hard disk drive and an SSD, an input device such as a keyboard, and an output device such as a display. Note that the vehicle management server 11 is not limited to a single information processing device, and can also be configured as a cloud server in which a plurality of information processing devices are distributed on the cloud.

[0012] The vehicle management server 11 includes a remote response determination unit 21, a dispatch response determination unit 22, a dispatch support content determination unit 23, a worker calling unit 24, an operator calling unit 25, and a communication unit 26. The remote response determination unit 21 determines whether remote response (remote support) by a remote operator via the remote operator terminal 14-P (P=1 to L) is possible.

[0013] In this case, being capable of remote response is not sufficient if it is only physically possible; it is required that movement to the destination can be completed within an allowable time when the remote operator performs the remote response.

[0014] The dispatch response determination unit 22 determines whether a response by dispatching an on-site worker is possible when remote assistance by a remote operator via a remote operator terminal 14-P (P=1 to L) cannot be performed, or when remote assistance is possible but will take a long time, and determines that a corresponding worker shall perform the dispatch response when it is determined that a dispatch response is possible.

[0015] In this case, the condition that a dispatch response is possible is not satisfied merely by being physically capable of responding; it is required that the worker can travel to the destination within an allowable time when performing the dispatch response.

[0016] The dispatch assistance content determination unit 23 determines the content of dispatch assistance (for example, moving obstacles, monitoring around the autonomous vehicle, responding to pedestrians, etc.) when a dispatch response by a worker is possible. The worker calling unit 24 transmits a dispatch assistance request to the worker (if there are a plurality of candidate workers, to the plurality of workers) that is intended to actually perform the dispatch response determined by the dispatch response determination unit 22.

[0017] Here, the dispatch assistance request includes information such as the dispatch assistance location, the content of dispatch assistance, and the required number of workers.

[0018] The operator calling unit 25 calls the operator to request remote assistance from the operator of the remote operator terminal 14-P that is the target of the remote assistance request when the remote response determination unit 21 determines that remote assistance is possible.

[0019] The communication unit 26 functions as a communication interface, and performs communication between the vehicle management server 11, the autonomous vehicles 13-1 to 13-K, the remote operator terminals 14-1 to 14-L, and the worker terminals 15-1 to 15-M.

[0020] Figure 3 is an explanatory diagram of the schematic configuration of the database. Database 12 includes an automated vehicle database (DB) 31, a remote operator database (DB) 32, a worker database (DB) 33, an automated driving route database (DB) 34, and a task database (DB) 35. The automated driving vehicle database 31 stores vehicle IDs that identify automated driving vehicles 13-1 to 13-K, and the current location data of automated driving vehicles 13-1 to 13-K.

[0021] The remote operator database 32 stores a remote operator ID to identify the remote operator and a remote operator terminal ID to identify the remote operator terminal that the remote operator is operating.

[0022] The worker database 33 stores worker IDs that identify workers, worker's current location data, worker's work location data, and work content data. The automated driving route database 34 stores automated driving route data for automated driving vehicles 13-1 to 13-K when they are driving automatically.

[0023] The task database 35 associates the vehicle IDs of the autonomous vehicles 13-1 to 13-K that have become unable to operate autonomously and require remote or on-site assistance, and stores the current location of the autonomous vehicles 13-1 to 13-K, the type of assistance (remote or on-site), the time required for the assistance, the time elapsed since the start of the assistance, the time taken to complete the assistance, and the person responsible for the assistance (worker ID or remote operator ID).

[0024] Figure 4 is a functional block diagram of an autonomous vehicle. The autonomous vehicle 13-K includes a driving information acquisition unit 41, a surrounding information acquisition unit 42, a communication unit 43, and a driving control unit 44. The driving information acquisition unit 41 acquires information regarding the automated driving route from the vehicle management server 11 via the communication unit 43 and the communication network 16.

[0025] The surrounding information acquisition unit 42 is equipped with a camera (not shown), a distance sensor, a 3D image sensor (e.g., a ToF sensor), and other devices to acquire information (obstacles, roads, etc.) about the area around the driving path of the autonomous vehicle 13-K.

[0026] The communication unit 43 communicates with the vehicle management server 11 via the communication network 16, and outputs the received control instructions to the driving control unit 44, and transmits information such as the vehicle's inoperable state to the vehicle management server 11.

[0027] The driving control unit 44 controls the driving of the automated driving vehicle 13-K based on the information regarding the automated driving route acquired by the driving information acquisition unit 41 and the surrounding information acquired by the surrounding information acquisition unit 42.

[0028] Figure 5 is a functional block diagram of the remote operator terminal. The remote operator terminal 14-L includes a display unit 51, an input operation unit 52, and a communication unit 53.

[0029] The input operation unit 52 includes an operator for remotely controlling the autonomous vehicles 13-1 to 13-K that are subject to remote control, a microphone for causing the autonomous vehicles 13-1 to 13-K to output voice messages requesting on-site assistance to nearby workers, and voice messages to warn passersby and others.

[0030] The communication unit 53 performs data communication via the communication network 16, including data communication with the vehicle management server 11 via the communication network 16, control data for remote response of the automated driving vehicles 13-1 to 13-K input via the input operation unit 52, and transmission data such as voice data for voice output in the automated driving vehicles 13-1 to 13-K.

[0031] Figure 6 is a functional block diagram of the worker terminal. The worker terminal 15-M includes a display unit 61, an input operation unit 62, a location information acquisition unit 63, and a communication unit 64.

[0032] The display unit 61 displays information such as the request for on-site response and the details of the various tasks to be performed. In addition, when on-site response is being conducted, it displays various information necessary for on-site response, such as the details of the on-site response, the location to be responded to and the driver's own location, and the time when the on-site response should be completed.

[0033] The input operation unit 62 is equipped with controls for inputting whether or not a response can be provided in response to an on-site response request. The location information acquisition unit 63 acquires the location information of the worker terminal 15-M using GPS or other means.

[0034] The communication unit 64 performs data communication via the communication network 16 with the vehicle management server 11 or with the remote operator terminal 14-L via the communication network 16.

[0035] Next, the general operation of the embodiment will be described. Figure 7 is an overview operation flowchart of the embodiment. In the following explanation, the operation of the autonomous vehicle 13-1 will be used as an example.

[0036] First, the driving information acquisition unit 41 of the automated driving vehicle 13-1 receives automated driving route data from the vehicle management server 11 via the communication unit 43 and the communication network 16, and the driving control unit 44 performs automated driving according to the route corresponding to the automated driving route data based on the received automated driving route data (step S11).

[0037] In parallel with this, the surrounding information acquisition unit 42 acquires surrounding information of the autonomous driving vehicle 13-1 as needed. As a result, the driving control unit 44 constantly determines whether or not it is possible to continue driving automatically based on the acquired surrounding information of the automated driving vehicle 13-1.

[0038] Then, if the driving control unit 44 determines that the automated driving vehicle 13-1 has encountered an obstacle and cannot continue driving automatically, it stops the automated driving (step S12). As a result, the driving control unit 44 requests the vehicle management server 11 to respond via the communication unit 43 and the communication network 16.

[0039] As a result, the vehicle management server 11's response response determination unit 22 determines, based on location information from worker terminals 15-1 to 15-M, whether or not there are any workers who are expected to be able to respond to the situation around the autonomous vehicle 13-1 that has stopped autonomous driving (step S13).

[0040] In the determination in step S13, if there are no workers who are expected to be able to respond to the situation around the autonomous vehicle 13-1 that has stopped autonomous driving (step S13; Yes), the remote response determination unit 21 of the vehicle management server 11 determines whether or not the obstacles can be avoided by remote response based on acquired images including obstacles around the autonomous vehicle 13-1 (step S14).

[0041] In the determination in step S14, if it is possible to return to the original automated driving path by slipping around the obstacle or taking a slightly longer route, the determination is made that the obstacle can be avoided by remote intervention (step S14; Yes). The remote intervention determination unit 21 then refers to the task database to determine an operator who can provide remote intervention and, via the operator calling unit 25, the communication unit 26, and the communication network 16, requests remote intervention from the remote operator terminal 14-L corresponding to the operator who can provide remote intervention.

[0042] Furthermore, the on-site response determination unit 22 refers to the task database to determine which workers are expected to be able to provide on-site response after remote response, and performs the process of requesting on-site response from the worker terminal 15-M corresponding to the worker who is able to provide on-site response via the worker call unit 24, the communication unit 26, and the communication network 16 (step S15).

[0043] As a result, the autonomous vehicle 13-1, having determined that it is possible to continue autonomous driving, resumes autonomous driving (step S16) and continues the autonomous driving process until it arrives at its destination (step S17).

[0044] On the other hand, in the determination in step S13, if there is a worker who is expected to be able to respond to the situation near the autonomous vehicle 13-1 that has stopped autonomous driving (step S13; No), and in the determination in step S14, if it is determined that the obstacle cannot be avoided by remote response (step S14; No), the response response determination unit 22 refers to the task database to determine the worker who is expected to be able to respond to the situation as soon as possible, and performs a process to request a response from the worker terminal 15-M corresponding to the worker who is able to respond to the situation via the worker call unit 24, the communication unit 26, and the communication network 16 (step S18).

[0045] As a result, the autonomous vehicle 13-1, having determined that it is possible to continue autonomous driving, resumes autonomous driving (step S16) and continues the autonomous driving process until it arrives at its destination (step S17).

[0046] Here, I will explain the operation in more detail. Figure 8 is an explanatory diagram of a specific example of operation. In this case, the automated vehicle 13-1 is assumed to be towing a cart CT1 loaded with cargo and automatically traveling towards the destination TN via a pre-set route, specifically through a passage RD1. Similarly, the automated vehicle 13-2 is assumed to be towing a cart CT2 loaded with cargo and automatically traveling towards the destination TN via the same route as the automated vehicle 13-1, through passage RD1.

[0047] In this case, assume that a used cart CT3 was left on aisle RD1. As a result, when the driving control unit 44 of the autonomous vehicle 13-1, which is in the process of autonomous driving, determines that the autonomous vehicle 13-1 has encountered an obstacle, a used cart CT3, and cannot continue autonomous driving, it stops autonomous driving and requests the vehicle management server 11 to respond via the communication unit 43 and the communication network 16.

[0048] As a result, the vehicle management server 11's response response determination unit 22 determines, based on location information from worker terminals 15-1 to 15-M, whether or not there are any workers who are expected to be able to respond to the situation around the autonomous vehicle 13-1 that has stopped autonomous driving.

[0049] In this case, as shown in Figure 8, if there is a worker WK1 who is expected to be able to respond to the situation near the autonomous vehicle 13-1 that has stopped autonomous driving, a request is sent to the worker terminal 15-1 corresponding to the worker to move the cart CT3 to a position where the autonomous vehicle 13-1 can move again.

[0050] As a result, cart CT3 is moved to a position where the autonomous vehicle 13-1 can travel, and when a notification is sent from the worker terminal 15-1 that cart CT3 has been moved and the autonomous vehicle 13-1 can travel, the vehicle management server 11 instructs the autonomous vehicle 13-1 to resume autonomous travel, and the autonomous vehicle 13-1 begins autonomous travel toward the destination TN.

[0051] Meanwhile, the vehicle management server 11's on-site response determination unit 22 determines, based on location information from worker terminals 15-1 to 15-M, whether or not there are any workers who are expected to be able to respond to the on-site situation around the autonomous vehicle 13-1 that has stopped autonomous driving. If, as shown in Figure 8, there are no workers WK1 who are expected to be able to respond to the on-site situation around the autonomous vehicle 13-1 that has stopped autonomous driving, the vehicle management server 11's remote response determination unit 21 determines, based on acquired images including obstacles around the autonomous vehicle 13-1, whether or not the obstacle cart CT3 can be avoided by remote response, including the time required for remote response.

[0052] For example, if it appears that the automated driving path can be returned to by passing by cart CT3, the remote response determination unit 21 determines that the obstacle can be avoided remotely, refers to the task database to determine an operator who can provide remote support, and processes a request for remote support to the remote operator terminal 14-L corresponding to the remote operator who can provide remote support, via the operator call unit 25, communication unit 26, and communication network 16.

[0053] This allows the remote operator at the remote operator terminal 14-L to pass by the side of the cart CT3 and perform remote actions to return to the original automated driving path indicated by the arrow in Figure 8, thereby returning to the original automated driving path.

[0054] Furthermore, the vehicle management server 11's on-site response determination unit 22 refers to the task database to determine which workers are expected to be able to provide on-site response after remote response, and then, via the worker call unit 24, the communication unit 26, and the communication network 16, it requests on-site response from the worker terminal 15-M corresponding to the worker who is able to provide on-site response.

[0055] As a result, when cart CT3 is moved to a position where the autonomous vehicle 13-1 can proceed, and a notification is sent from the worker terminal 15-M that cart CT3 has been moved and the autonomous vehicle 13-1 can proceed, the subsequent autonomous vehicle 13-2 can continue autonomous driving towards the destination TN without being hindered, and remote and on-site responses to the same obstacle (cart CT3 in the above example) become unnecessary, thereby reducing the total work time and time loss during autonomous driving.

[0056] Furthermore, if it is not possible to pass by the cart CT3, but even if a detour is taken, it is still possible to arrive at the destination within the scheduled time, the remote response determination unit 21 determines that the obstacle cart CT3 can be avoided by remote response, and refers to the task database to determine an operator who can provide remote response. The remote response determination unit 21 then requests remote response from the remote operator terminal 14-L corresponding to the remote operator who can provide remote response via the operator call unit 25, the communication unit 26, and the communication network 16.

[0057] As a result, the remote operator of the remote operator terminal 14-L can, for example, remotely respond to the destination TN by returning along passage RD1, then via passage RD2 → passage RD3 → passage RD4, as shown by the dashed arrow in Figure 8.

[0058] Furthermore, the vehicle management server 11's on-site response determination unit 22 refers to the task database to determine which workers are expected to be able to provide on-site response after remote response, and then, via the worker call unit 24, the communication unit 26, and the communication network 16, it requests on-site response from the worker terminal 15-M corresponding to the worker who is able to provide on-site response.

[0059] As a result, when cart CT3 is moved to a position where the autonomous vehicle 13-1 can proceed, and a notification is sent from the worker terminal 15-M that cart CT3 has been moved and the autonomous vehicle 13-1 can proceed, the subsequent autonomous vehicle 13-2 can continue autonomous driving towards the destination TN without being hindered, and remote and on-site responses to the same obstacle (cart CT3 in the above example) become unnecessary, thereby reducing the total work time and time loss during autonomous driving.

[0060] Next, the operation of other embodiments will be described. In the above description, the vehicle management server 11 made the decision to respond to an emergency, but in other embodiments, the autonomous vehicle made the decision to respond to an emergency based on employee location information from an employee terminal. Furthermore, this embodiment is a case where on-site support without remote assistance is not possible, but remote support is available.

[0061] Figure 9 is a detailed operation timing chart of the embodiment (part 1 of 1). Figure 10 is a detailed operation timing chart of the embodiment (part 1 of 2). First, the autonomous vehicle 13-K stops its autonomous driving when it detects an obstacle on the predetermined autonomous driving path (step S21).

[0062] At this time, employee location information is transmitted from one or more worker terminals 15-M located near the autonomous vehicle 13-K (step S22). In this case, the employee location information is transmitted via short-range wireless communication such as Bluetooth®. It is also possible to configure the system to transmit the information via the vehicle management server 11.

[0063] As a result, the driving control unit 44 of the autonomous vehicle 13-K makes a decision on whether to respond based on the received employee location information (step S23), and if it determines that it is not possible to respond, it sends rescue request data and image data to the vehicle management server 11 to convey the surrounding situation, including obstacles (step S24).

[0064] Upon receiving the rescue request data and image data, the vehicle management server 11 determines whether remote response is possible based on the obstacles that obstruct the movement of the autonomous vehicle 13-K corresponding to the image data and the driving environment of the autonomous vehicle 13-K. If it determines that remote response is possible, it performs a remote response feasibility determination to calculate the time required for the remote response (step S25).

[0065] Next, the vehicle management server 11 sends remote support request data to the remote operator terminal 14-L that it has determined is capable of remote support (step S26).

[0066] In parallel with the transmission of the remote response request data, the vehicle management server 11 collects worker location information from the worker terminal 15-M (step S27), and by referring to the database 12, obtains other vehicle travel information, which is information about other automated vehicles that have an automated travel route that passes through the same automated travel route as the automated travel vehicle 13-K that has stopped automated travel, or an automated travel route in which an obstacle is located (step S28).

[0067] Then, the vehicle management server 11 determines removal request data (obstacle railway bridge request data and image data [image data of the obstacle]) that includes the estimated time for remote response completion, the estimated time for on-site response completion corresponding to the time when other automated vehicles passing through the route where the obstacle is located are expected to pass, and information identifying the worker to be ordered to perform the on-site response (step S29), and transmits it to the worker terminal 15-M corresponding to that worker (step S30).

[0068] As a result, the worker corresponding to the worker terminal 15-M operates the worker terminal 15-M and sends a response to the vehicle management server 11 indicating whether or not the work can be performed (step S31). In parallel with these steps, the remote operator performs remote response processing via the remote operator terminal 14-L, as shown in Figure 10 (step S32), and the automated driving vehicle 13-K receives the remote response (step S33).

[0069] Then, once the remote response is complete, the remote operator at the remote operator terminal 14-L sends an instruction to resume automatic driving to the autonomous vehicle 13-K that sent the rescue request data (step S34), and sends a remote response completion notification to the worker terminal 15-M (step S35).

[0070] Upon receiving the instruction to resume autonomous driving, the autonomous driving vehicle 13-K resumes autonomous driving (step S36) and sends an autonomous driving resumption notification to the vehicle management server 11 (step S37).

[0071] Meanwhile, if the worker at worker terminal 15-M who has received the remote response completion notification has been able to remove the obstacle corresponding to the obstacle removal request data (step S38), the worker sends an obstacle response completion notification to the vehicle management server 11 (step S39) and terminates the process.

[0072] Furthermore, by also sending this obstacle detection completion notification to the remote operator terminal 14-L, it becomes possible to inform the remote operator that no further remote requests will be made to the autonomous vehicle traveling along the route where the obstacle was detected.

[0073] As described above, according to this embodiment, even if there are multiple autonomous vehicles traveling along a route where an obstacle has been detected, remote response is only required for the autonomous vehicle that first detected the obstacle. For subsequent autonomous vehicles traveling along the route where the obstacle was detected, the obstacle will be removed, thus reducing the effort and time required for remote response.

[0074] Next, the operation of another embodiment will be described. This embodiment is for situations where early on-site response and remote response are not possible. Figure 11 is a detailed operation timing chart of the embodiment (part 2-1). Figure 12 is a detailed operation timing chart of the embodiment (part 2 of 2).

[0075] First, the autonomous vehicle 13-K stops its autonomous driving when it detects an obstacle on the predetermined autonomous driving path (step S41). At this time, employee location information is transmitted from one or more worker terminals 15-M located near the autonomous vehicle 13-K (step S42). In this case, the employee location information is transmitted via short-range wireless communication such as Bluetooth®. It is also possible to configure the system to transmit the information via the vehicle management server 11.

[0076] As a result, the driving control unit 44 of the autonomous vehicle 13-K makes a decision on whether to respond based on the received employee location information (step S43), and if it determines that it is not possible to respond, it sends rescue request data and image data to the vehicle management server 11 to convey the surrounding situation, including obstacles (step S44).

[0077] Upon receiving the rescue request data and image data, the vehicle management server 11 determines whether remote response is possible based on the obstacles obstructing the movement of the automated driving vehicle 13-K corresponding to the image data and the driving environment of the automated driving vehicle 13-K (step S45). Since it determines that remote response is not possible, for example, because all remote operator terminals are currently providing remote support, the vehicle management server 11 collects worker location information from the worker terminal 15-M (step S46), and by referring to the database 12, obtains other vehicle driving information, which is information about other automated driving vehicles that have an automated driving route that passes through the same automated driving route as the automated driving vehicle 13-K, which has stopped automated driving, or a route in which obstacles are located (step S47).

[0078] Then, the vehicle management server 11 determines removal request data (obstacle bridge request data and image data [image data of the obstacle]) that includes the estimated time for remote response completion, the estimated time for on-site response completion corresponding to the time when other automated vehicles passing through the route where the obstacle is located are expected to pass, and information identifying the worker to be ordered to perform the on-site response (step S48), and transmits it to the worker terminal 15-M corresponding to that worker (step S49).

[0079] As a result, the worker corresponding to the worker terminal 15-M operates the worker terminal 15-M and sends a response to the vehicle management server 11 indicating whether or not the work can be performed (step S50). Next, if the worker at worker terminal 15-M has successfully removed the obstacle corresponding to the obstacle removal request data (step S51), the worker sends an obstacle removal completion notification to the vehicle management server 11 (step S52) and terminates the process.

[0080] Upon receiving the notification that the obstacle has been resolved, the vehicle management server 11 sends a notification to the autonomous driving vehicle 13-K that sent the rescue request data, informing it that autonomous driving should resume (step S53). Upon receiving the notification to resume autonomous driving, the autonomous vehicle 13-K resumes autonomous driving (step S54).

[0081] The above explanation did not discuss how to handle subsequent autonomous vehicles traveling along the route where an obstacle was detected. However, for subsequent autonomous vehicles that reach the route where the obstacle was detected before the obstacle is removed, it is possible to take measures such as changing the autonomous route in advance.

[0082] As described above, according to this embodiment, even when there are multiple autonomous vehicles traveling along a route where an obstacle has been detected, the number of autonomous vehicles affected by the autonomous driving process can be reduced. Furthermore, for autonomous vehicles traveling along the route where the obstacle was detected, once the obstacle has been removed, there is no longer a need to change the autonomous driving route, thus reducing the working time.

[0083] Next, a modified example of the embodiment will be described. In the above explanation, we described the case where one worker is mobilized to remove the obstacle, but it is also possible to configure the system to involve multiple workers. Furthermore, if there is a high probability that multiple autonomous vehicles will travel along the route where the obstacle was detected before the obstacle removal is complete, it is possible to configure the system to remotely respond to subsequent autonomous vehicles in advance.

[0084] The above explanation described a case where the obstacle is a cart that cannot move autonomously, but the same principles apply to cases where the obstacle is a container or a vehicle without a driver.

[0085] Furthermore, if the obstacle is a person, and there is sufficient time to reach the destination, the system can be configured to wait until the person moves out of the way. Furthermore, if the obstacle is a person, and there is insufficient time to reach the destination, the system can be configured to prompt the person to move using voice prompts or a horn. By configuring it in this way, it becomes possible to shorten the time it takes for them to move out of the way.

[0086] In the above explanation, the response requested when an obstacle is detected was described using the example of removing the obstacle. However, it is also possible to configure the system to move the obstacle to a point where the autonomous vehicle can proceed, rather than removing it. This configuration allows for a shorter response time compared to removal, enabling a quicker response.

[0087] In the above explanation, requests for remote response were made by the automated vehicle 13-K or the vehicle management server 11. However, if, for example, a worker is responding to an obstacle but it is anticipated that the response will not be completed before the automated vehicle next to travel along the detected obstacle passes by, it is also possible to configure the system so that the worker terminal 15-M makes a request for remote response to the vehicle management server 11 or the remote operator terminal 14-L. This configuration allows for sufficient time to respond to on-site incidents, and consequently, enables a reduction in effective waiting time for autonomous vehicles and effective remote response time.

[0088] In the above explanation, the obstacle removal request data, which is a request for remote response, was configured to be transmitted by the vehicle management server 11. However, it is possible to configure the system so that a remote operator can directly make a request to the worker terminal 15-M using the remote operator terminal 14-L. This configuration allows for greater operational flexibility in the management system for autonomous vehicles.

[0089] The above explanation described the case where the autonomous vehicles are of the same model. However, even if an autonomous vehicle that has detected an obstacle is able to pass alongside it, if the vehicle following the obstacle is large (especially if it is wide), it may be difficult for the autonomous vehicle to pass alongside the obstacle. Therefore, it is desirable to set the acceptable time for the response process to be completed taking into consideration the size of the autonomous vehicle.

[0090] This configuration allows for better response capabilities when dealing with autonomous vehicles of various sizes. Furthermore, it becomes possible to allocate more time to on-site response.

[0091] The above explanation uses baggage handling operations at an airport as an example, but it is not limited to this and can be similarly applied to various other operations such as parts transport operations in factories.

[0092] The autonomous driving vehicle and vehicle management server of this embodiment are equipped with a control device such as an MPU (processor), a storage device such as ROM (Read Only Memory) or RAM, an external storage device such as an HDD or SSD, a display device such as a display unit, and an input device such as a keyboard or mouse, and have a hardware configuration that uses a normal computer.

[0093] The programs executed in the autonomous driving vehicle and vehicle management server of this embodiment are provided as installable or executable files recorded on a computer-readable recording medium such as a USB memory stick, SSD, or DVD (Digital Versatile Disk).

[0094] Furthermore, the programs executed by the autonomous driving vehicle and vehicle management server of this embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. Alternatively, the programs executed by the ~device of this embodiment may be provided or distributed via a network such as the Internet. Furthermore, the programs for the autonomous vehicle and vehicle management server of this embodiment may be provided pre-installed in ROM or the like.

[0095] While several embodiments of the present invention have been described, these embodiments are presented as examples only and are not intended to limit the scope of the invention. These novel embodiments can be carried out in a variety of other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their variations are included in the scope and spirit of the invention, as well as in the claims of the invention and its equivalents.

[0096] [Note] This embodiment can also be implemented in the following ways. [1] First aspect An operation management device for managing the operation of autonomous vehicles, A response response determination unit, upon receiving notification from an autonomous vehicle under operational management that it has become unable to operate autonomously due to an obstacle, determines whether it is possible for a worker to respond to the obstacle within a predetermined time, A remote response determination unit that determines whether remote response is possible when it is determined that on-site response by workers is not possible, When it is determined that the aforementioned remote response is possible, a remote response instruction unit issues a remote response instruction to an external remote operator terminal to avoid the state of being unable to automatically drive through the aforementioned remote response, In parallel with the remote response, the vehicle includes a dispatch request unit that transmits a dispatch request to an external worker terminal regarding the obstacle that has become unable to move automatically, An operation management device equipped with this device. According to the above embodiment, it becomes possible to respond to a state in which an autonomous vehicle under operational management is unable to operate autonomously, taking into account the status of the entire operational management system. [2] Second aspect A program for controlling a vehicle operation management system that manages the operation of autonomous vehicles using a computer, The aforementioned computer, A means for determining whether it is possible for a worker to respond to the obstacle within a predetermined time, upon receiving notification from an autonomous vehicle under operational management that it has become unable to operate autonomously due to an obstacle, A means of determining whether remote response is possible when it is determined that on-site response by workers is not possible, If it is determined that the aforementioned remote response is possible, means for issuing a remote response instruction to an external remote operator terminal to avoid the state of being unable to automatically drive through the aforementioned remote response, In parallel with the aforementioned remote response, a means of requesting workers to respond to the obstacle that has rendered the vehicle unable to move automatically, A program that makes something work. According to the above embodiment, it becomes possible to respond to a state in which an autonomous vehicle under operational management is unable to operate autonomously, taking into account the status of the entire operational management system. [Explanation of symbols]

[0097] 10. Automated Vehicle Operation Management System 11. Vehicle Management Server 12. Database (DB) 13 Autonomous Vehicle Group 13-1~13-K Autonomous Vehicles 14 Remote Operator Terminals 14-1~14-L Remote Operator Terminal 15. Worker terminal group 15-1~15-M Worker Terminal 16 Communication Networks 21 Remote response determination unit 22 Emergency response determination unit 23 Emergency support content determination department 24 Worker call department 25 Operator Call Unit 26, 43, 53, 64 Communications Department 31. Autonomous Vehicle Database (DB) 32 Remote Operator Database (DB) 33. Worker Database (DB) 34. Automated Driving Route Database (DB) 35. Task Database (DB) 41. Driving Information Acquisition Unit 42 Peripheral Information Acquisition Unit 44. Driving Control Unit 51, 61 Display section 52, 62 Input operation section 63 Location information acquisition unit WK1 Worker CT1~CT3 Cart RD1-RD4 Passageway

Claims

1. An information processing apparatus equipped with a processor, wherein an information processing method is performed in the processor, The process involves receiving notification from an autonomous vehicle under operational management that it has become unable to operate autonomously due to an obstacle, and determining whether it is possible for a worker to respond to the obstacle within a predetermined time, If it is determined that on-site response by a worker is not possible, there is a step to determine whether remote response is possible, If it is determined that the aforementioned remote response is possible, the steps include instructing the remote response terminal to perform the remote response and avoiding the state in which the vehicle is unable to operate automatically, In parallel with the aforementioned remote response, the worker's terminal is instructed to respond to the obstacle that has rendered the vehicle unable to move automatically. An information processing method equipped with [a specific feature / feature].

2. If there is a following autonomous vehicle passing through a route that has become unable to move automatically due to the aforementioned obstacle, the step of requesting on-site assistance involves making the request for on-site assistance to a worker terminal corresponding to a worker who is expected to be able to complete the on-site assistance within the time it is determined that the following autonomous vehicle will become unable to move automatically due to the aforementioned obstacle. The information processing method according to claim 1.

3. If there is a following autonomous vehicle passing through a route that has become unable to move due to the aforementioned obstacle, and it is assumed that the response cannot be completed in the time it is determined that the following autonomous vehicle will also become unable to move due to the aforementioned obstacle, the system includes a step of changing the travel route of the following autonomous vehicle. The information processing method according to claim 1.

4. A unit that determines whether or not automatic driving has become impossible due to an obstacle while driving along a pre-set automatic driving route, When the vehicle is deemed unable to move by the vehicle inoperability determination unit, the vehicle response determination unit determines whether it is possible to request a response from workers in the vicinity of the autonomous vehicle to address the obstacle, If the response response determination unit determines that it is possible to request a response from workers in the vicinity of the autonomous vehicle to address the obstacle, the response response request unit will make the request for the response, If it is determined that there are no workers available to respond to the request from the aforementioned on-site response request unit, the notification unit notifies the vehicle management device via the communication network that the vehicle has become unable to automatically drive due to an obstacle, and requests remote response. An autonomous vehicle equipped with [the following features].

5. The aforementioned dispatch request unit makes the request to the worker terminal or vehicle management device corresponding to the worker who has been determined to be able to provide the dispatch service. The autonomous vehicle according to claim 4.

6. A program for controlling an autonomous vehicle using a computer, To the aforementioned computer, The steps include determining whether or not the automatic driving becomes impossible due to an obstacle while driving along a pre-set automatic driving route, and If it is determined that the autonomous vehicle is unable to drive automatically, the step is to determine whether it is possible to request workers in the vicinity to respond to the obstacle, If it is determined that it is possible to request a response from workers in the vicinity of the autonomous vehicle regarding the obstacle, the step of requesting such response, If it is determined that there are no workers available to respond to the aforementioned on-site response request, the vehicle management system is notified via the communication network that the vehicle has become unable to automatically move due to an obstacle, and a remote response is requested. A program that executes the command.

7. The step of requesting the aforementioned on-site response involves making the request to the worker terminal or vehicle management device corresponding to the worker who has been determined to be able to provide the aforementioned on-site response. The program according to claim 6.

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