Systems and Electric Mobility in a Facility

Abstract

This system in a facility comprises a plurality of electric mobility devices (M) and a server (100) that stores information on the plurality of electric mobility devices (M), wherein a user operates one electric mobility device (M) of the plurality of electric mobility devices (M) in the facility, thereby moving the one electric mobility device (M), and once the user's use of the one electric mobility device (M) is finished, the one electric mobility device (M) moves to a standby place by means of automated driving. Information on the user's use of the one electric mobility device (M) is stored in management data in the server (100), and each electric mobility device (M) is provided with at least one of a seating sensor for a seat unit of the electric mobility device (M) and a use sensor for a luggage rack.

Description

Technical Field

[0001] The present invention relates to a system and electric mobility within a facility.

Background Art

[0002] As such a system within a facility, there is known one that uses a plurality of electric mobilities, allows a user to manually move one of the plurality of electric mobilities within the facility, and automatically moves the electric mobility to a waiting place by automatic driving when the use of the electric mobility by the user ends. For example, refer to Patent Document 1.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Although there is such a service concept, the ages, physical conditions, languages, common sense, etc. of users who use electric mobility are various. For this reason, it is difficult to actually stably provide such a service within a facility.

[0005] In view of the above circumstances, a system and electric mobility within a facility that can stably provide a service using a plurality of electric mobilities within a facility are desired.

Means for Solving the Problems

[0006] A first aspect of the present invention is A system in a facility, comprising a plurality of electric mobilities and a server storing information of the plurality of electric mobilities. A user operates one of the plurality of electric mobilities within the facility to move the one electric mobility. When the user's use of the one electric mobility ends, the one electric mobility moves to a standby location by automatic driving. Use information of the one electric mobility by the user is stored in management data of the server. The management data stores information of the user's boarding ticket. The server or a control device of the one electric mobility determines the end of the use of the one electric mobility by the user based at least on information described on the boarding ticket and information indicating that the boarding ticket has passed through a boarding gate.

[0007] A second aspect of the present invention is A system in a facility, comprising a plurality of electric mobilities. A user operates one of the plurality of electric mobilities within the facility to move the one electric mobility. When the user's use of the one electric mobility ends, the one electric mobility moves to a standby location by automatic driving. Each of the electric mobilities is provided with at least one of a seating sensor of a seat unit and a usage sensor of a luggage rack of each electric mobility. A control device of the one electric mobility determines the end of the use of the one electric mobility by the user using at least one detection result of the seating sensor and the usage sensor. When detection by the seating sensor is performed for a certain period of time while the one electric mobility is moving toward the standby location by the automatic driving, the one electric mobility is stopped.

[0008] The 3 aspect of the present invention is A system in a facility that has a plurality of electric mobility devices, where a user operates one of the plurality of electric mobility devices within the facility to move the one electric mobility device, and when the user finishes using the one electric mobility device, the one electric mobility device moves to a waiting area by autonomous driving. Each of the electric mobility devices is provided with at least one of a seating sensor for the seat unit of each electric mobility device and a usage sensor for the luggage rack. The control device of the one electric mobility device uses at least one detection result of the seating sensor and the usage sensor to determine at least one of whether the user is on the one electric mobility device or whether the luggage rack is being used. The user has an identification element worn or carried, and the control device of the one electric mobility device or a server communicable with the control device can determine the distance of the identification element from the one electric mobility device. Management data indicating the state of each of the plurality of electric mobility devices is displayed on a display device, and information regarding the distance of the one electric mobility device is configured to be reflected in the management data. The management data stores information about the user's boarding pass, and the server or the control device of the one electric mobility device determines the end of use of the one electric mobility device based on the fact that the departure time of the flight corresponding to the boarding pass information has passed and the distance information. .

Brief Description of the Drawings

[0009]

Figure 1

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Modes for Carrying Out the Invention

[0010] A system in an airport (facility) according to an embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the system includes a plurality of electric mobilities M arranged in a passenger terminal T of an airport, and a server 100 which is a management server for managing the plurality of electric mobilities M. The server 100 may not be arranged within the airport.

[0011] First, the electric mobility M on which a person sits and rides in the present embodiment will be briefly described. In the system, it is also possible to use an electric mobility different from the electric mobility M of the present embodiment. As shown in FIGS. 2 to 4, this electric mobility includes a pair of front wheels (wheels) 10, a pair of rear wheels (wheels) 20, a mobility body 30 supported by the front wheels 10 and the rear wheels 20, and a seat unit S attached to the mobility body 30. Other wheels may be provided for the front wheels 10 and the rear wheels 20, and the number of the front wheels 10 and the rear wheels 20 may be other than the above. Also, one of the front wheels 10 and the rear wheels 20 may be absent. The mobility body 30 has a motor MT for driving at least one of the pair of front wheels 10 and the pair of rear wheels 20.

[0012] In the description of the present embodiment, the vehicle front-rear direction shown in FIGS. 3 and 4 may be referred to as the front-rear direction in the following description, and the vehicle width direction shown in FIGS. 3 and 4 may be referred to as the width direction or the left-right direction in the following description. Note that the vehicle front-rear direction coincides with the front-rear direction of the electric mobility M and the mobility body 30, and the vehicle width direction coincides with the width direction of the electric mobility M and the mobility body 30.

[0013] In the present embodiment, the pair of rear wheels 20 are each connected to the motor MT, and each motor MT drives the corresponding rear wheel 20. The driving force of each motor MT may be transmitted to the corresponding front wheel 10 by a power transmission means. The power transmission member is a belt, a gear, or the like.

[0014] Each front wheel 10 includes a hub 14 attached to an axle 11 and a plurality of roller support shafts (not shown) supported by the hub 14, and the plurality of rollers 13 are each rotatably supported by the roller support shafts. Note that the hub 14 may be attached to the axle 11 using a bearing or the like, or the hub 14 may be attached to the axle 11 using a buffer member, an intermediate member, or the like.

[0015] Each roller 13 rotates around the axis of the corresponding roller support shaft. That is, each front wheel 10 is an omnidirectional wheel that can move in all directions with respect to the running surface. In the present embodiment, each rear wheel 20 includes an axle (not shown), a hub 21 attached to the axle, and an outer peripheral member 22 provided on the outer peripheral side of the hub 21 and formed using a material having rubber-like elasticity. However, omnidirectional wheels may be used in the same manner as the front wheels 10. In this case, the front wheels 10 become normal wheels instead of omnidirectional wheels. The axle of the rear wheel 20 may be common with the main shaft of the motor MT.

[0016] The structure of the mobility body 30 can be appropriately changed. In the present embodiment, it has a base portion 32 extending along the ground and a seat support portion 33 extending upward from the rear end side or the central portion of the base portion 32. A seat unit S is attached to the upper end side of the seat support portion 33. The base portion 32 of the present embodiment has a plastic cover portion 32b that at least partially covers a metal base frame 32a shown in FIG. 4. The cover portion 32b is used as a portion for placing the feet of a driver (user) sitting on the seat unit S, a portion for placing luggage, and the like.

[0017] In the present embodiment, the seat unit S has a backrest portion 40 and a seat surface portion 50. The backrest portion 40 extends upward from the rear end of the seat surface portion 50. The cushion 51 of the seat surface portion 50 is removable, and when the cushion 51 is removed, the upper surface of the seat support portion 33 and / or the lower structure 52 of the seat surface portion 50 is exposed.

[0018] In the seat support portion 33, a battery accommodation portion 34 extending in the vertical direction is formed, and a battery BA having a longitudinal direction in the vertical direction is accommodated in the battery accommodation portion 34. A connector 34a is provided in the battery accommodation portion 34, and when the battery BA is accommodated in the battery accommodation portion 34, a connector (not shown) of the battery BA is connected to the connector 34a. Note that the operator can access the battery BA for replacement or the like by removing the cushion 51 of the seat surface portion 50.

[0019] As shown in FIG. 3, a seating sensor 53 is provided at the upper end portion of the seat support portion 33 as a part of the lower structure 52 of the seat surface portion 50. The seating sensor 53 of the present embodiment includes a flexible member 54 supported at the upper end portion of the seat support portion 33 and a detection device 55 disposed below the flexible member 54. The detection device 55 is a switch, a pressure sensor, or the like. In the present embodiment, the detection device 55 is a switch. Note that the detection device 55 may be a deflection sensor attached to the flexible member 54. Thus, the detection device 55 may be any device that can detect the deflection of the flexible member 54.

[0020] In the present embodiment, a part of the flexible member 54, for example, the central side, is elastically deformed downward to press the switch, and when the switch is pressed, a predetermined signal (current) or the like is transmitted to a control device 80 described later. Further, when the cushion 51 is disposed on the flexible member 54 and a passenger (user) gets on the cushion 51, a part of the flexible member 54 is elastically deformed to press the switch, and it is recognized by the control device 80 that the passenger is sitting on the seat surface portion 50.

[0021] The sensitivity of the seating sensor 53 can be variously set by setting the amount of deflection of the flexible member 54 with respect to the load. For example, when an object having a weight of about 500 g is placed on the cushion 51, the flexible member 54 may be elastically deformed to press the switch. In this embodiment, the flexible member 54 includes an extended portion 54a extending in the vehicle longitudinal direction and the vehicle width direction, and a support portion 54b supporting the end portion of the extended portion 54a. Specifically, a plurality of support portions 54b extend downward from both ends in the longitudinal direction of the extended portion 54a, and the extended portion 54a is supported by the upper end portion of the seat support portion 33 by the plurality of support portions 54b. When the flexible member 54 and the detection device 55 are provided on the seat support portion 33 side, the influence of the handling of the cushion 51 and the mounting state of the cushion 51 on the detection sensitivity of the detection device 55 is reduced.

[0022] Note that the flexible member 54 may be provided at the lower portion of the cushion 51. The extended portion 54a of the flexible member 54 may be provided at the lower portion of the cushion 51, and the support portion 54b of the flexible member 54 may be provided at the upper end portion of the seat support portion 33. In this case, the extended portion 54a and the support portion 54b are made as separate bodies. In this case, the seating sensor 53 will be provided on both the cushion 51 and the lower structure 52 of the seat surface portion 50. Further, the flexible member 54 and the detection device 55 may be provided on the cushion 51. In this case, the seating sensor 53 will be provided on the cushion 51 of the seat surface portion 50. Further, as the seating sensor 53, a sensor of another mode for detecting that a passenger has boarded the cushion 51 may be used.

[0023] The seat unit S has a right control arm 43 and a left control arm 43. An armrest 43a is fixed to the upper surface of each control arm 43. For example, a driver (user) places both arms on the armrests 43a of the pair of control arms 43 respectively. Also, the driver places both hands on the upper ends of the pair of control arms 43 respectively. In this embodiment, both the control arm 43 and the armrest 43a are provided, but only the control arm 43 or the armrest 43a may be provided. In this case, the driver can place at least one of the arm and the hand on the control arm 43, or place at least one of the arm and the hand on the armrest 43a.

[0024] An operation unit 44 having an operation lever 44a is provided at the upper end of the right control arm 43 or the armrest 43a. In a state where no force is applied, the operation lever 44a is arranged at the neutral position by a biasing member (not shown) arranged in the operation unit 44.

[0025] A signal corresponding to the displacement direction and displacement amount of the operation lever 44a is transmitted from the operation unit 44 to a control unit 60 described later, and the control unit 60 controls each motor MT according to the received signal.

[0026] A setting unit 45 for performing various settings related to electric mobility is provided at the upper end of the left control arm 43 or the armrest 43a. Examples of various settings include setting the maximum speed, setting the driving mode, and setting the lock of electric mobility. The setting unit 45 is provided with a plurality of operation buttons, a display device, and the like. As shown in FIG. 2, the electric mobility M includes a display device 200 protruding upward from the upper end surface of the left control arm 43. The display device 200 is supported by the left control arm 43 by a support member 210 extending upward from the upper end surface of the left control arm 43.

[0027] The display device 200 is a tablet computer in one example, but may be other known display devices. Information is transmitted to the display device 200 from the control device 80 by wire or wirelessly, and the display device 200 displays the received information. The information includes at least one of, for example, information on the traveling speed of the electric mobility M, information on the state of the battery BA, information on the position of an obstacle detected by a sensor such as the stereo camera 90, information on the determination result as to whether the obstacle becomes an obstacle to traveling, map information, and information on the traveling route. Further, the display device 200 is provided with input means such as a touch screen function, and the information input to the display device 200 is transmitted to the control device 80.

[0028] As shown in FIG. 5, the control unit 60 includes a motor driver 70 that drives each motor MT and a control device 80. The motor driver 70 is connected to the battery BA. The motor driver 70 is also connected to each motor MT, and the motor driver 70 supplies driving power to each motor MT.

[0029] As shown in FIG. 5, the control device 80 includes a processor 81 such as a CPU, a storage device 82 having a non-volatile memory, a ROM, a RAM, etc., and a transmission / reception unit 83 that transmits and receives information by wireless communication and wired communication. A travel control program 82a for controlling the electric mobility M is stored in the storage device 82. The processor 81 operates based on the travel control program 82a and transmits a drive signal for driving each motor MT to the motor driver 70 based on signals from the operation unit 44 and the setting unit 45.

[0030] Stereo cameras (sensors) 90 are respectively attached to the upper end sides of the right control arm 43 and the left control arm 43. When the control arm 43 is not provided, the stereo camera 90 may be provided on the front end side of the armrest 43a. As shown in FIG. 6, each stereo camera 90 includes a pair of lens units 91 and a camera body 92 that supports the pair of lens units 91. In FIG. 6, the cover is removed to show the internal structure of the stereo camera 90, and the seat unit S etc. are also schematically drawn.

[0031] A pair of imaging elements 93 (FIG. 5) are provided inside the camera body 92, and the pair of imaging elements 93 respectively correspond to the pair of lens units 91. Each imaging element 93 is a well-known sensor such as a CMOS sensor. Each imaging element 93 is connected to the control device 80. As an example, the detection range DA1 of each stereo camera 90 is in front of the electric mobility M and outside the width direction of the front wheels 10 (FIG. 7).

[0032] A luggage rack 42 is provided at the rear end of the mobility body 30 or on the back side of the seat unit S. In the present embodiment, as shown in FIGS. 2 and 3, the luggage rack 42 is supported by the rear end of the mobility body 30 and the back of the seat unit S. The luggage rack 42 has a pair of frames 46 extending in the vertical direction along the backrest portion 40. The pair of frames 46 also support the backrest portion 40. This structure is useful for making the electric mobility M compact in the front-rear direction.

[0033] The luggage rack 42 has a pair of lower surface frames 47 extending rearward from the lower ends of the frames 46 respectively, and a rear surface frame 48 connecting the pair of lower surface frames 47 to each other and extending upward from the pair of lower surface frames 47. The pair of lower surface frames 47 are supported by the mobility body 30, for example. Further, the luggage rack 42 has a lower surface plate 47a supported by the pair of lower surface frames 47, and a rear surface plate 48a extending from the rear end of the lower surface plate 47a to the vicinity of the upper end of the rear surface frame 48. The lower surface plate 47a and the rear surface plate 48a may be integrated.

[0034] As shown in FIG. 3, a LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) 95 is attached below the rear end side of the mobility body 30 or below the luggage rack 42. In the present embodiment, the LiDAR 95 scans laser light over the detection range DA2 in FIG. 7, and the LiDAR 95 detects the laser light that hits an object and bounces back. Using the detection result, the control device 80 detects the detection targets in the detection range DA2 that is outside and rearward in the width direction of the electric mobility M. The detection targets are, for example, obstacles, people, animals, and plants. The obstacles are, for example, walls, large stones, steps, etc. In other examples, the LiDAR 95 may detect detection targets such as steps, holes, and grooves where the rear wheels 20 may fall or get stuck. Also, over the detection range DA1 in FIG. 7, the detection of the detection targets by each stereo camera 90 is performed.

[0035] In addition, other stereo cameras for detecting detection targets behind and on the sides of the electric mobility M may be provided, or other sensors such as known radars and millimeter-wave sensors capable of detecting detection targets may be provided. Further, in order to detect detection targets outside and in front of the electric mobility in the width direction of the front wheels 10, other sensors such as LiDAR, radar, and millimeter-wave sensors may be provided instead of the stereo camera 90.

[0036] The processor 81 of the control device 80 operates based on the avoidance control program 82b and the automatic driving program 82c stored in the storage device 82. The control device 80 processes the parallax image of the stereo camera (sensor) 90 to create a distance image. Then, the control device 80 detects the detection target in the distance image. The control device 80 performs known self-position estimation using the detection results of a GPS receiver, an odometer, the stereo camera 90, LiDAR 95, etc. provided in the electric mobility. Further, the control device 80 can perform, for example, route setting from a starting point to a destination and automatic driving based on the detection target detected as described above, the map data stored in the storage device 82, and the result of self-position estimation.

[0037] When the detection target is detected, for example, in a predetermined range within the detection ranges DA1 and DA2, the control device 80 controls each motor MT by a control command for an avoidance operation and / or activates the notification device. Examples of the avoidance operation include a decrease or stop in the rotational speed of each motor MT (automatic stop function) for avoiding an avoidance target, and control of each motor MT for restricting the movement of the electric mobility M toward the avoidance target side. The avoidance target is, among the detection targets, a target that is likely to be an obstacle to the running of the electric mobility M by existing at a distance closer than a predetermined distance (2 m, 1 m, several tens of cm, etc.) from the sensor.

[0038] The system is applicable to various passenger terminals T. As an example, the system will be described using the schematic diagram of the passenger terminal T shown in FIG. 1. In this embodiment, as an example, the electric mobility M is used in the space after the security check of the passenger terminal T, but the electric mobility M may be used in other spaces of the passenger terminal T.

[0039] In the passenger terminal T, as an example, a station (waiting area) 2 is provided near the exit of the security screening area 1, and a plurality of electric mobilities M are arranged at the station 2. In addition, a reception counter 3 is provided near the station 2, and a computer 4 is installed at the reception counter 3. The computer 4 is a known computer such as a laptop computer or a tablet computer. The computer 4 is connected to the server 100 via a communication network, a communication line, etc.

[0040] As shown in FIG. 8, the server 100 includes a processor 101 having a CPU, a RAM, etc., a storage device 102 having a non-volatile memory, a ROM, etc., a display device 103, and a transmission / reception unit 104 that transmits and receives information by wireless communication and wired communication. Management data 102a for managing a plurality of electric mobilities M is stored in the storage device 102. The management data 102a is data for causing a management table based on the management data 102a to be displayed on the display device 5 of the computer 4 and the display device 103 of the server 100.

[0041] The management data 102a is data for causing the management table shown in FIG. 9 to be displayed on the display devices 5 and 103. The management table shown in FIG. 9 is one aspect of a time table. Identification information of a plurality of electric mobilities M is described in each row of the time table, and vehicle information, usage schedule (usage information) by the user, usage status (usage information) of the corresponding electric mobility M, etc. are displayed in each row. The usage schedule is displayed in the time axis area where the time axis of the time table is described. In this embodiment, the usage status is also displayed in the time axis area.

[0042] In the example shown in FIG. 9, the electric mobility M numbered 1 is reserved by the user B from 10:30 to 12:00. Also, the electric mobility M numbered 2 has no reservation in the time zone shown in FIG. 9. The reservation status of the electric mobilities numbered 3 and later is also displayed. These reservation statuses are an example of the usage schedule.

[0043] Also, in FIG. 9, the electric mobility M numbered 1 is being used by the user A since 8:00. This is displayed in FIG. 9 as an example of the usage status. In FIG. 9, the use of the electric mobility M numbered 3 by the user C has ended, and it is on the way back to the station 2 by automatic driving as described later. In this case, in FIG. 9, it is displayed that the electric mobility M numbered 3 has been used.

[0044] Also, outside the time axis area of the time table, the state of charge of the battery BA, the running state of the electric mobility M, the detection state of the seating sensor 53 attached to the electric mobility M, the presence or absence of luggage on the luggage rack 42, etc. are displayed as vehicle information. As the running state, it is displayed that it is running by manual driving, stopped by manual driving, running by automatic driving, stopped by automatic driving, etc. As another example, as the running state, it is displayed that it is either manual driving or automatic driving.

[0045] In one example, as shown in FIG. 3, a utilization sensor (vision sensor) 49 that at least includes the upper surface of the lower surface plate 46 of the luggage rack 42 within the visual field (detection range) is attached to the upper end of the luggage rack 42. As the utilization sensor 49, a two-dimensional camera, a three-dimensional camera, a three-dimensional distance sensor, etc. can be used. A luggage presence / absence determination program 82d is stored in the control device 80. The control device 80 operates based on the luggage presence / absence determination program 82d and uses the image data obtained by the utilization sensor 49 to determine whether there is luggage on the luggage rack 42.

[0046] Note that, instead of the visual sensor, other sensors such as an object detection sensor, a load sensor, a known radar sensor, etc. may be provided as the utilization sensor 49. The object detection sensor is a known optoelectronic sensor or the like, and the load sensor is a known pressure sensor or the like. In these cases, the control device 80 determines whether there is a load on the luggage rack 42 based on the detection results of the object detection sensor, the load sensor, the radar sensor, etc. As the state of the presence or absence of the load, the determination result of whether there is a load on the luggage rack 42 is displayed in the time table shown in FIG. 9.

[0047] As shown in FIG. 9, for the currently used No. 1 electric mobility M, the amount of electric power consumed by the use is calculated, and based on the result of the calculation, the predicted charge state of the battery BA when the No. 1 electric mobility M returns to the station (waiting place) 2 may be displayed.

[0048] The system configured as described above is, in one example, operated as follows in the following description. Roughly speaking, the system of the present embodiment has a preparation step (step S1), an assignment step (step S2), an education step (step S3), a traveling step (step S4), an automatic return step (step S5), and a post-processing step (step S6). Depending on the situation and requirements, there may also be an operation in which steps S1 to S6 are not partially performed.

[0049] In step S1, for example, as shown in FIG. 10, the person providing the service goes to a space such as a warehouse where the electric mobility M is stored (step S1-1), and checks the state of each of the plurality of electric mobilities M (step S1-2). Also, the main switch of each stopped electric mobility M is turned on to make it in a drivable state (step S1-3). In this state, the control device 80 of each electric mobility M is software-locked so that it does not move even when the operation unit 44 is operated.

[0050] Subsequently, the provider of the service removes the physical lock of each electric mobility M such as a wire (step S1-4) and releases the brake of each electric mobility M (step S1-5). Also, the provider of the service moves a plurality of electric mobilities M to station 2 (step S1-6) and applies a brake to each electric mobility M (step S1-7).

[0051] In step S2, for example, as shown in FIG. 11, the provider of the service receives a request to use the electric mobility M and information from a user who wishes to use the electric mobility M (step S2-1). The user may be the one who has made the request (usage reservation) including the date and time of using the electric mobility M in advance using a telephone, an online system, etc., or the one who has made the request including the date and time of using the electric mobility M at the reception counter 3. Examples of the information include the information described on the boarding ticket, the user's name, the user's telephone number, etc. As the information, information regarding the user's body, information regarding the user's gender, information described in the user's passport, etc. may be received, but it is preferable to receive less information from the user.

[0052] Subsequently, the provider of the service explains what can and cannot be done using the electric mobility M, manners, prohibited matters, etc., and confirms whether the user agrees or not (step S2-2). When step S2-1 is performed using an online system, part or all of step S2-2 may be performed on the online system. Note that the order of step S2-1 and step S2-2 may be reversed or they may be performed simultaneously.

[0053] The above information is input into the computer 4 and / or the server 100 using the input device 4a of the computer 4 or the like. At this time, based on the information described on the boarding pass, the computer 4 or the server 100 may receive flight information regarding the flight from another computer, for example, the airport management computer. Further, the flight information regarding the boarding pass may be sequentially updated based on the information from the airport management computer.

[0054] In this way, the above information is received by the computer 4 (step S2-3). The above information input via the online system may be transmitted to the computer 4. The information received by the computer 4 is also received by the server 100. In step S2-3, in particular, the computer 4 receives flight information including at least one of the flight number, boarding gate, and boarding time described on the user's boarding pass. Note that the computer 4 is for operating or using the data of the server 100 and can also be regarded as a part of the server 100. Therefore, in the following description, the computer 4 will also be described as the server 100.

[0055] Subsequently, based on the above-mentioned date and time of use, the above information, etc., the server 100 assigns one of the plurality of electric mobilities M to the user (step S2-4). At this time, the server 100 associates the above information with the assigned electric mobility M. Note that the provider of the service may perform the assignment in step S2-4. Subsequently, if necessary, the person providing the service moves the electric mobility M assigned from the station 2 to near the user (step S2-5) and assists the user in boarding and wearing the seat belt (step S2-6).

[0056] In step S3, for example, as shown in FIG. 12, by performing a predetermined operation on the display device 200, the setting unit 45, etc. by the person providing the service, an educational page is displayed on the display device 200 (step S3-1). The predetermined operation is an operation that is not understandable to the user. Subsequently, the server 100 transmits the information in step S2-3 to at least one of the control device 80 and the display device 200 of the electric mobility M (step S3-2), and the electric mobility M and the server 100 share the information.

[0057] Subsequently, at least a part of the information is displayed on the display device 200 (step S3-3), and the user checks the appropriateness of the information (step S3-4). Also, the user is educated about how to end the use of the electric mobility M by the provider of the service and / or the explanatory page displayed on the display device 200 (step S3-5). Also, the user is educated about how to receive help from the staff, particularly from the provider of the service, by the provider of the service and / or the explanatory page displayed on the display device 200 (step S3-6).

[0058] Also, the user is educated about how to manually drive the electric mobility M by the provider of the service and / or the explanatory page displayed on the display device 200 (step S3-7). Also, the user is educated about how to enable the automatic stop function by the provider of the service and / or the explanatory page displayed on the display device 200 (step S3-8).

[0059] In step S4, for example, as shown in FIG. 13, manual driving (operation) by the user is started (step S4-1). In step S4-1, the electric mobility M may start automatic driving based on the operation by the user. In this case, the user sets the destination and the like using the display device 200 or the like. Also, the electric mobility M may be operated by a combination of manual driving and automatic driving by the user. When the user goes to the boarding gate corresponding to the flight number, there are cases where the user goes to the boarding gate after stopping at another destination. On the other hand, the server 100 starts receiving the estimated result of its own position, the vehicle information, etc. from the electric mobility M (step S4-2).

[0060] When the user needs help, the user performs the operations taught in step S3-6 on the display device 200, the setting unit 45, etc., and a help signal is transmitted to the server 100 (step S4-3). When the user finishes using the electric mobility M, the user performs the operations taught in step S3-5 on the display device (intention reception unit) 200, the setting unit (intention reception unit) 45, etc., and an end-of-use signal is transmitted to the server 100 (step S4-4). The said operation is an operation for the user to input the intention of ending the use. In one example, the display device 200 displays an intention reception button as an intention reception unit for receiving the intention of ending the use. When the display device 200 etc. has a voice input unit as the intention reception unit, the user speaks towards the display device 200 the intention of ending the use, and thereby the intention of ending the use is received. The intention reception button may be provided on the operation unit 44. When the server 100 determines that the use of the electric mobility M by the said user has ended due to the input to the intention reception unit, it becomes an automatic driving mode that cannot be moved by the operation unit 44 (step S4-5). Note that when it is determined in step S5-1, which will be described later, whether or not to start the return operation without performing step S4-5, it may be determined that the use of the electric mobility M by the said user has ended.

[0061] In step S5, for example, as shown in FIG. 14, the server 100 or the control device 80 determines whether or not to start the return operation of the electric mobility M in the automatic driving mode (step S5-1). Regarding the determination in step S5-1, while looking at the display devices 103, 5, etc. of the server 100, the person providing the said service determines whether or not the electric mobility M may start the return operation in the automatic driving mode, and may input the determination to the server 100.

[0062] Based on the determination in step S5-1, the return operation is started (step S5-2), the electric mobility M arrives at, for example, the station 2 which is the return target position (step S5-3), and the electric mobility M becomes a locked state (step S5-4).

[0063] In step S6, for example, as shown in FIG. 15, the person providing the service moves a plurality of electric mobilities M located at station 2 to a storage space such as a warehouse (step S6-1). Then, the main switch of the electric mobility M moved to the warehouse is turned off (step S6-2), and the battery BA of each electric mobility M is charged as necessary (step S6-3). Then, the person providing the service physically locks the electric mobility M moved to the warehouse with a wire or the like (step S6-4).

[0064] In the above operation and other operations, when the user is on the electric mobility M, the user can have a conversation with the person providing the service via the display device 200 by operating the display device 200 or the setting unit 45. This configuration contributes to the user's sense of security and prevention of incorrect use of the electric mobility M by the user.

[0065] In the above operation and other operations, when the user is using the electric mobility M, the person providing the service can check the image captured by the camera 201 provided in the display device 200. The camera 201 may be provided in other parts such as the control arm 43 of the electric mobility M instead of the display device 200. With this configuration, the person providing the service can check the state of the user, which is useful for ensuring the safety of the user and checking the health status of the user.

[0066] In the above operation or other operations, if the seating sensor 53 fails to detect the user's seating for a certain period of time from the start of the manual driving of the electric mobility M until it is determined that the use of the electric mobility M has ended, the control device 80 may stop the electric mobility M. The certain period of time is, for example, a set time of 1 second or more. In this case, the electric mobility M becomes immovable by operating the operation unit 44 or the like. This configuration is advantageous in ensuring the safety of the user. Also, it is advantageous in preventing a third party from using the electric mobility M without permission while the user is away. The stop information indicating that the electric mobility M has been stopped is transmitted to the server 100, and the stop information is reflected in the management data 102a in the server 100.

[0067] As a result, when the management data 102a is displayed on the display devices 103 and 5 in the form of the time table shown in FIG. 9, the provider of the service can recognize the electric mobility M that has been forcibly stopped. The provider of the service can use the information on the location where the electric mobility M exists, such as the estimated result of its own location, according to the situation, and instruct the operator to go to the location where the electric mobility M is located in order to assist the user of the forcibly stopped electric mobility M.

[0068] Note that the server 100 may issue the instruction. For example, as shown in FIG. 9, the time table describes the identification information of a plurality of operators, and each row displays the work schedule, work status, etc. of the corresponding operator. The server 100 transmits the instruction to the terminal of the selected operator based on at least one of the work schedule and work status of each operator. As shown in FIG. 9, the existing positions of each electric mobility M and each operator may be shown in the time table or on the map. The existing position of each electric mobility M may be the position obtained by the self-estimation, or may be the position measured using the GPS receiver mounted on each electric mobility M. The same applies to the existing position of each operator.

[0069] Here, the user may temporarily leave the seat unit S, for example, inside a toilet. In this case, the user inputs, via the display device 200 and the setting unit 45, an intention to temporarily leave the electric mobility M, and the temporary leave information is transmitted to the server 100, where it is reflected in the management data 102a within the server 100. At the time of such input, the touch screen function of the display device 200, the operation unit such as buttons in the setting unit 45, the voice input unit of the display device 200, etc. function as input units. When the voice input unit is used, the user speaks words meaning to temporarily leave towards the display device 200.

[0070] As a result, when the management data 102a is displayed on the display devices 103 and 5 in the form of the time table shown in FIG. 9, the provider of the service can recognize the electric mobility M for which the temporary leave has occurred. The provider of the service or the server 100 can send an instruction to the operator to go to the location where the electric mobility M is located, according to the situation, in order to confirm the user of the electric mobility M for which the temporary leave has occurred, using the estimated result of the self-position of the electric mobility M.

[0071] Also, when the user sits down after the temporary leave, a display for prompting the wearing of the seat belt is performed on the display device 200. Also, until the user presses the confirmation button within the display device 200, the electric mobility M does not move by the operation of the operation unit 44. This configuration leads to the user surely fastening the seat belt. Incidentally, when the user sits down after the temporary leave, a notification for prompting the wearing of the seat belt may be performed using the notification device provided on the electric mobility M. It is possible to use a voice generation unit 300 such as a speaker as the notification device.

[0072] In the above operation or other operations, when it is determined that the use of the electric mobility M has ended after the user starts manual driving of the electric mobility M, if the utilization sensor 49 does not detect that there is luggage on the luggage rack 42 for a certain period of time, the control device 80 of the electric mobility M performs a notification operation to inform the user of this fact. The certain period of time is, for example, a set time of 1 second or more.

[0073] The notification operation includes stopping the electric mobility M, reducing the traveling speed of the electric mobility M, a predetermined display on the display device 200, emitting a predetermined sound, combinations thereof, etc. When a sound generation unit 300 (Fig. 5) such as a speaker is provided in the electric mobility M, the predetermined sound will be emitted from the sound generation unit 300. The sound generation unit 300 may be provided in the display device 200. With this configuration, the user becomes aware of the fall of the luggage from the luggage rack 42 or the likelihood of the luggage falling, and losses of the luggage caused by the fall of the luggage are prevented.

[0074] Also, in the operation or other operations, the detection results by the usage sensor 49 from when the user starts the manual operation of the electric mobility M until it is determined that the use of the electric mobility M has ended can be stored in the memory of the control device 80 or the server 100 for a predetermined period. The predetermined period is several weeks, several months, several years, etc. The detection results by the usage sensor 49 from when the user starts the manual operation of the electric mobility M until the electric mobility M returns to the waiting place can also be stored in the memory of the control device 80 or the server 100.

[0075] That is, the data continuously detected by the usage sensor 49 is stored in the memory along with the detection time. This configuration will leave a record of the change in the detection range by the usage sensor 49 and is effective as a countermeasure against loss of luggage due to the fall of luggage, etc. For example, when the usage sensor 49 is a photoelectric sensor, a load sensor, a radar sensor, etc., the change in the detection result can be seen from the data stored in the memory. Also, when the usage sensor 49 is a visual sensor and the luggage rack 42 is within the detection range, the situation of the luggage placed on the luggage rack 42, other objects, etc. can be confirmed later using the data stored in the memory. This is extremely advantageous in preventing troubles related to luggage.

[0076] In addition, in the above-described embodiment, the usage sensor 49 may detect not only an object on the luggage rack 42 but also objects in other luggage compartments of the electric mobility M and objects on the seat unit S. For example, if the vision sensor, which is the usage sensor 49, is supported by a support member such as a pole above the luggage rack 42, the luggage rack 42 and the seat unit S fall within the detection range of the vision sensor. In this case, even the luggage placed by the user on the seat unit S is imaged by the vision sensor and stored in the memory. Note that when the seat unit S falls within the detection range of the usage sensor 49, the usage sensor 49 also functions as a seating sensor 53.

[0077] The luggage rack 42 is disposed on the back side of the seat unit S, and it is difficult for the user sitting on the seat unit S to visually recognize the luggage on the luggage rack 42. For this reason, the detection result of the usage sensor 49 may be displayed on the display device 200 until it is determined that the user has started manual driving of the electric mobility M and the use of the electric mobility M has ended.

[0078] In addition, a playback button for causing the display device 200 to display the detection result of the usage sensor 49 stored in the memory may be displayed on the display device 200. The playback button may be physically provided on the display device 200 or may be provided in the setting unit 45 or the like. By operating the playback button, the user can confirm the movement of the luggage placed on the luggage rack 42, the seat unit S, etc.

[0079] In step S4-5 or step S5-1, an end-of-use determination, which is a determination that the use of the electric mobility M by the user has ended, or a return-operation determination, which is a determination that it is possible to start the return operation of the electric mobility M, may be made. At this time, the control device 80 or the server 100 may use the detection result of the seating sensor 53 and / or the detection result of the usage sensor 49.

[0080] For example, after the intention receiving unit receives the user's intention to end the use, when the seating sensor 53 no longer detects seating and a predetermined waiting time has elapsed, an end-of-use determination or a return operation determination may be made. Or, after the intention receiving unit receives the user's intention to end the use, when the use sensor 49 no longer detects seating and a predetermined waiting time has elapsed, an end-of-use determination or a return operation determination may be made. The predetermined waiting time is, for example, a set time of 10 seconds or more. When the detection results of the seating sensor 53 and the use sensor 49 are used in this way, the end-of-use determination or the return operation determination becomes more accurate.

[0081] In step S4-5 or step S5-1, it is also conceivable that the user does not input the intention to end the use to the intention receiving unit. Or, it is also conceivable that the intention receiving unit is not provided in the electric mobility M. In these cases, the control device 80 or the server 100 may make an end-of-use determination or a return operation determination using the detection result of the seating sensor 53 and / or the detection result of the use sensor 49.

[0082] For example, when the departure time of the user's flight has passed and the seating sensor 53 no longer detects seating and a predetermined waiting time has elapsed, an end-of-use determination or a return operation determination may be made. Or, when the departure time of the user's flight has passed and the use sensor 49 no longer detects seating and a predetermined waiting time has elapsed, an end-of-use determination or a return operation determination may be made. The predetermined waiting time is, for example, a set time of 10 seconds or more.

[0083] In another example, the control device 80 or the server 100 analyzes the captured image of the visual sensor which is the usage sensor 49. And when the state where there is no user's luggage in the seat unit S, the luggage rack 42, etc. continues for a long time, a predetermined sound is emitted by the sound generation unit 300 or the like. And when the user's luggage or the user does not appear in the seat unit S, the luggage rack 42, etc. even after a predetermined time has elapsed, the control device 80 or the server 100 makes a determination of the end of use or a determination of the return operation. Instead of the sound generation unit 300 emitting a predetermined sound, a determination of the end of use or a determination of the return operation may be made.

[0084] In another example, the captured image of the visual sensor which is the usage sensor 49 is transmitted to the server 100, and the captured image is displayed on the display devices 103, 5, etc. of the server 100. The person providing the service makes a determination of the end of use or a determination of the return operation by checking the captured image. At this time, the person providing the service may refer to the detection result of the seating sensor 53, whether the intention of the end of use of the user has been received by the intention reception unit, etc. The said intention may be displayed in the time table of the management data 102a.

[0085] Also, information indicating that the boarding ticket has passed through the boarding gate corresponding to the information described on the boarding ticket of the user may be transmitted from the computer of the boarding gate, the management computer of the airport, etc. to the server 100 or the control device 80. And after the server 100 or the control device 80 receives the information indicating that the boarding ticket has passed through the boarding gate, a determination of the end of use or a determination of the return operation may be made using the detection result of the seating sensor 53 and / or the detection result of the usage sensor 49 as described above. Furthermore, the server 100 or the control device 80 may make a determination of the end of use or a determination of the return operation based only on the information indicating that the boarding ticket has passed through the boarding gate.

[0086] In the above-described embodiment, after the intention reception unit receives the user's intention to end the use, in order to notify the user of the waiting time until the start of the automatic driving toward the waiting location, the control unit of the display device 200 or the control device 80 may cause the display device 200 to perform a predetermined display. The predetermined display is, for example, a countdown display indicating the time until the start of the automatic driving, a display of an indicator indicating the time until the start of the automatic driving, or the like. The control device 80 may output a predetermined sound using the sound generation unit 300. The predetermined sound is, for example, a countdown sound indicating the time until the start of the automatic driving.

[0087] When this configuration is adopted, the user can move to a safe location away from the electric mobility M while recognizing the notified time. Further, when this configuration is adopted, after inputting the intention to end the use, the user can grasp the time that can be spent on taking out luggage or the like. Also, even when the user accidentally inputs the intention to end the use, the user recognizes that there is a grace period for canceling it. These contribute to the safe and comfortable use of the electric mobility M.

[0088] In the above-described embodiment, in one example, when making a determination of the end of use or a determination of the return operation, or after the determination of the end of use or the determination of the return operation is made, if an object such as luggage is detected by the use sensor 49, the control device 80 outputs a predetermined sound using the sound generation unit 300. The predetermined sound indicates that an object such as luggage remains in the electric mobility M.

[0089] During the above operation or other operations, when the electric mobility M is performing a return operation in autonomous driving and the seating sensor 53 detects that something has been placed on or someone has boarded the seat unit S for a certain period of time, the control device 80 stops the electric mobility M. The certain period of time is, for example, a set time of 1 second or more. This configuration prevents a third party from intentionally or unintentionally placing an object on the seat unit S during the return operation. For example, when the electric mobility M is temporarily stopped during the return operation, it is also assumed that a third party may place an object such as luggage on the seat unit S without much thought. If the electric mobility M becomes immobile in this case, unnecessary troubles can be prevented.

[0090] During the above operation or other operations, when the electric mobility M is performing a return operation in autonomous driving, the electric mobility M may perform a notification operation to notify that it is moving towards a standby location in autonomous driving. As the notification operation, the control device 80 outputs a voice indicating that the return operation is being performed from the voice generation unit 300. As the notification operation, the control device 80 may turn on a light emitting unit 400, a warning light, etc. provided on the electric mobility M. In these cases, it becomes easier for people around to notice that the electric mobility M is in autonomous driving, which leads to the prevention of unnecessary troubles.

[0091] In the above operation or other operations, the user may wear the identification element ID or carry it with them from the start of manual driving of the electric mobility M until it is determined that the use of the electric mobility M has ended. The information of the identification element ID may be displayed in the time table of the management data 102a. The identification element ID can be a card with an identifier, a bracelet, a helmet, a hat, an ear microphone, etc. The card may be attachable to the user's clothing or may be suspended from the user's neck. The identifier is a beacon, an RFID tag, a GPS receiver, etc. In the present embodiment, the identifier is a beacon, and the control device 80 stores a position determination program 82e for determining the position of the corresponding identification element ID. The determination of the position also includes the detection of the distance between the corresponding identification element ID and the electric mobility M. That is, the distance between the identification element ID and the electric mobility M can also be said to be the position of the identification element ID with respect to the electric mobility M.

[0092] In the present embodiment, a plurality of identification element IDs are prepared in the reception counter 3, and the plurality of identification element IDs are respectively associated with a plurality of electric mobilities M. For example, the user attaches the identification element ID before getting on the electric mobility M or when getting on the electric mobility M.

[0093] In one example, the control device 80 determines the position according to the intensity of the signal from the identification element ID received by the transmission / reception unit 83. In another example, the control device 80 uses the intensity of the signal from the identification element ID received by the transmission / reception unit 83 and the intensity of the signal from the identification element ID received by other beacon receivers in the facility to determine the position of the identification element ID with respect to the electric mobility M. When the identification element ID is a GPS receiver, the control device 80 receives the measurement result of the position of the identification element ID from the GPS receiver, and uses the relative position between the measurement result and the self-position of the electric mobility M as the determination result.

[0094] Note that the server 100 may receive the measurement result of the position from the identification element ID such as a GPS receiver, and determine the position from the identification element ID for the electric mobility M based on the measurement result and the self-position of the electric mobility M. Note that, as the self-position, the self-position estimated by the control device 80 or the like is used.

[0095] For example, when the control device 80 determines that the identification element ID is separated from the electric mobility M by a predetermined distance or more, the control device 80 stops the electric mobility M. A similar determination result in the server 100 may be transmitted to the control device 80, and the control device 80 may stop the electric mobility M. In this case, the electric mobility M cannot be moved by an operation on the operation unit 44 or the like. The said configuration is advantageous in ensuring the safety of the user. Further, it is advantageous in preventing a third party from using the electric mobility M without permission while the user is away.

[0096] Further, the separation information indicating that the identification element ID is separated from the electric mobility M by a predetermined distance or more is transmitted to the server 100, and the separation information is reflected in the management data 102a in the server 100. Thereby, when the management data 102a is displayed on the display devices 103 and 5 in the form of the time table shown in FIG. 9, the provider of the said service can recognize the electric mobility M corresponding to the separation information. The separation information may include information on the distance between the electric mobility M and the identification element ID.

[0097] The provider of the said service can instruct the operator to go to the location where the electric mobility M is located in order to assist the user of the electric mobility M corresponding to the separation information by using the information on the existence position of the electric mobility M such as the estimation result of the self-position according to the situation. Similar to the case of the forced stop, the server 100 may give the instruction to the operator. In order to determine whether or not to give the instruction, the provider of the said service or the server 100 may consider the position information of the electric mobility M.

[0098] Further, the control device 80 or the server 100 may perform an end-of-use determination or a return operation determination using the determination result of the position of the identification element ID for the electric mobility M. In one example, after the intention receiving unit receives the user's intention to end use, an end-of-use determination or a return operation determination is performed using the determination result of the position of the identification element ID for the electric mobility M. For example, after the intention receiving unit receives the user's intention to end use, if the state where the position of the identification element ID for the electric mobility M is separated by a predetermined distance or more continues for a certain period of time, an end-of-use determination or a return operation determination is performed.

[0099] In step S4-5 or step S5-1, it is also conceivable that the user does not input the intention to end use to the intention receiving unit. Or, it is also conceivable that the intention receiving unit is not provided in the electric mobility M. In these cases, when a predetermined waiting time has elapsed in a state where the position of the identification element ID for the electric mobility M is separated by a predetermined distance or more, the control device 80 or the server 100 may perform an end-of-use determination or a return operation determination.

[0100] For example, when the departure time of the user's flight has passed and a predetermined waiting time has elapsed in a state where the position of the identification element ID for the electric mobility M is separated by a predetermined distance or more, an end-of-use determination or a return operation determination may be made. Further, after the server 100 or the control device 80 receives information indicating that the boarding ticket has passed through the boarding gate, an end-of-use determination or a return operation determination may be made using the determination result of the position of the identification element ID for the electric mobility M as described above.

[0101] In addition, each boarding gate may be provided with an identification element input unit 500 into which it is input that the identification element ID has been returned from the user (Fig. 1). In one example, the identification element input unit 500 is a computer operated by airport staff or the like to whom the identification element ID is passed from the user. In another example, it may be a device having a box for putting the identification element ID, and when the identification element ID is put into the box, it is automatically input that the identification element ID has been returned. In another example, it may be a device having an antenna for detecting that the identification element ID has passed through the boarding gate, and when the identification element ID passes through the corresponding boarding gate, it is automatically input that the identification element ID has been returned.

[0102] In this case, the control device 80 or the server 100 can make a utilization end determination or a return operation determination using the information received from the identification element input unit 500. As described above, when using the identification element ID, the information received from the user in step S2-1 can be reduced, which leads to simplification of the procedures when using the electric mobility M and is also preferable from the viewpoint of protecting the user's personal information. In addition, when the user wears the identification element ID, it becomes easier for people around to distinguish the user of the electric mobility M. For example, when the user temporarily leaves the electric mobility M for shopping in a store or entering a toilet, people around can distinguish the user of the electric mobility M.

[0103] Note that the service using the electric mobility M may be provided in a facility other than the passenger terminal T. For example, the service may be provided in a facility such as a hospital or a train station. In the above operation, a plurality of waiting places may be provided. For example, the waiting places may be provided at positions corresponding to each gate. Also, when the use by the user is finished, a place where the electric mobility M can wait may be found, and the found place where it can wait may be used as the waiting place. As such a place where it can wait, there is a space beside a wall or the like.

[0104] In addition, in the above operation, the control device 80 of each electric mobility M may receive the information received by the server 100. In this case, the management data 102a may be stored in the storage device 82 of the control device 80. The management data 102a stores the usage plan, usage status, vehicle information, etc. related to the electric mobility M.

[0105] Instead of the step S2-1, the control device 80 of each electric mobility M may receive a request to use the electric mobility M and the above information. For example, the request and the information from the user are transmitted to the control device 80 via the server 100, other computers, etc. The request and the information may be input to the display device 200, the setting unit 45, etc. of the electric mobility M. In this case, the step S2-2 is performed using the display device 200.

[0106] Instead of the step S2-3, the user may input information using the display device 200 and the setting unit 45 of the electric mobility M scheduled to be used, and the information may be received by the control device 80. In this case, the step S2-4 can be omitted, and the step 2-5 can also be omitted.

[0107] Also, the step S3-1 is performed by the display device 200. The step S3-2 can be omitted. Also, the steps S3-3 to S3-8 are performed using the display device 200.

[0108] Subsequently, the steps S4-1 to S4-3 are performed, and instead of the step S4-4, an end-of-use signal is received by the control device 80. Then, the end-of-use determination or the return operation determination is performed by the control device 80. The control device 80 makes an end-of-use determination or a return operation determination in the same manner as when the server 100 performs it.

[0109] When the utilization end determination or the return operation determination is made, the control device 80 moves the electric mobility M to the standby location by automatic driving. When the utilization end determination or the return operation determination is made, a place where it can wait may be found and set as the standby location.

[0110] In the above embodiment, after the start determination (return operation determination) of the return operation is made as described above, and / or after the determination (utilization end determination) that the user's use has ended is made, when the control device 80 stops each motor MT based on the automatic driving program 82c to stop the electric mobility M in order to avoid the avoidance target, it may be stopped more suddenly than when the user is using the electric mobility M (during user use). Sudden stop means that the braking distance, braking time, etc. are shorter than when the user is using it. For example, when the electric mobility M is traveling at a speed of 3.5 km / h, 4 km / h, etc. in both cases, if at least one of the braking distance and braking time from 3.5 km / h to a stop is 2 / 3 or less of that during user use, it can be said to be a sudden stop.

[0111] For example, the control device 80 sets the target speed of the motor MT every control cycle such as 0.1 seconds, and stops the electric mobility M by decreasing the target speed by a predetermined value every control cycle. In this case, in order to perform the sudden stop, the control device 80 increases the predetermined value or shortens the cycle. That is, in the above case, the electric mobility M realizes the speed reduction and stop of the electric mobility M by controlling the rotational speed of the motor MT. Alternatively, when a physical brake is provided on the electric mobility M, the sudden stop may be performed using the brake.

[0112] Also, in the above-described embodiment, after the feedback operation determination and / or the end-of-use determination is performed as described above, when the control device 80 reduces the speed of the electric mobility M to a predetermined low speed by reducing the rotational speed of each motor MT in order to avoid the avoidance target based on the automatic driving program 82c, it may decelerate suddenly compared to when the user is using the electric mobility M (during user use). Sudden deceleration means that the braking distance, braking time, etc. required to reach the predetermined low speed are shorter than when the user is using it. For example, when the electric mobility M is traveling at a speed of 3.5 km / h, 4 km / h, etc. in both cases, if at least one of the braking distance and the braking time from 3.5 km / h to 0.5 km / h is 2 / 3 or less of that during user use when reaching the low speed, it can be said to be sudden deceleration.

[0113] With the above configuration, the movement of the electric mobility M to the waiting location is accelerated. This contributes to reducing the waiting time of the user and is useful for stably providing services using a plurality of electric mobilities within the facility. As described above, the sudden stop or the sudden deceleration is permitted in a state where the seating sensor 53 has detected that the user is not seated. Therefore, situations such as the user who is seated becoming unstable due to the sudden stop or the sudden deceleration do not occur. Also, as described above, the sudden stop or the sudden deceleration is permitted in a state where the usage sensor 49 has detected that there is no luggage on the luggage rack 42. Therefore, no disadvantage to the user such as luggage falling due to the sudden stop or the sudden deceleration occurs. Furthermore, it is more preferable that the sudden stop or the sudden deceleration is permitted in a state where the seating sensor 53 has detected that the user is not seated and the usage sensor 49 has detected that there is no luggage on the luggage rack 42.

[0114] Note that, as described above, a visual sensor such as the usage sensor 49 whose detection range includes the seat unit S may be used as the seating sensor 53. Therefore, a camera 201 of the display device 200 whose detection range includes the seat unit S may be used as the seating sensor 53.

[0115] Also, when stopping or decelerating the electric mobility M not only when avoiding the object to be avoided but also at other times, it is possible to shorten the braking distance, braking time, etc. compared to when the user is using it.

[0116] For example, a configuration is adopted in which the control device 80 controls each motor MT based on an input to a remote operation device 600 (Fig. 5) that wirelessly communicates with the control device 80. When stopping or decelerating the electric mobility based on the operation of the remote operation device 600 by an operator (such as an assistant), it is also possible to shorten the braking distance, braking time, etc. compared to when the user is using it. The remote operation device 600 is a tablet computer, a portable computer, etc. The portable computer is, for example, a mobile phone (smartphone) installed with a predetermined application software, and the mobile phone functions as the remote operation device 600. In these cases, for example, an input screen for specifying the traveling direction and traveling speed of the electric mobility M is displayed on the display device of the remote operation device 600, and an example of the input screen is a diagram of a joystick. In the present embodiment, a diagram of a controller such as a joystick is displayed on a mobile phone (smartphone) installed with a predetermined application software, and the operator inputs the traveling direction and traveling speed of the electric mobility M by operating the displayed joystick, and the control device 80 controls each motor MT based on the input.

[0117] When adopting this configuration, an emergency stop or emergency deceleration based on the operation of the joystick may be permitted in a state where it is detected by the seating sensor 53 that the user is not seated, and / or in a state where no luggage is detected on the luggage rack 42 by the usage sensor 49. Thereby, when the user and the luggage are not on the electric mobility M, the moving time to the destination of the electric mobility M can be shortened, contributing to reduction of the waiting time of the user, etc.

[0118] Also, it is possible to switch between a state where emergency stop or emergency deceleration is permitted and a state where it is not permitted by the remote control device 600. In this case, based on a signal from the remote control device 600, the control mode of the control device 80 is switched between a permitted state where emergency stop or emergency deceleration is permitted and a non-permitted state where it is not permitted. In this case, regardless of the detection results of the seating sensor 53 and the usage sensor 49, it is also possible to switch between the permitted state and the non-permitted state based on a signal from the remote control device 600. Adopting these configurations can shorten the travel time to the destination of the electric mobility M and contribute to reducing the waiting time of the user.

[0119] Also, in the above embodiment, after the feedback operation determination and / or the end-of-usage determination is / are performed as described above, when the control device 80 causes the electric mobility M to perform the feedback operation in the automatic driving mode based on the automatic driving program 82c, it is also possible to set the minimum turning radius of the electric mobility M to 2 / 3 or less of the minimum turning radius when the user uses the electric mobility M in the automatic driving mode (during user automatic driving). The minimum turning radius is the minimum turning radius permitted in the automatic driving mode in both cases. With this configuration, the movement of the electric mobility M to the waiting location is accelerated. When the electric mobility M rotates ideally on a plane, the turning radius becomes 0 cm or a value close to 0 cm. In addition, after being switched to the permitted state by an input to the remote control device 600, it is also possible to set the minimum turning radius of the electric mobility M to 2 / 3 or less of the minimum turning radius when the user uses the electric mobility M in the automatic driving mode (during user automatic driving).

[0120] Allowing for the emergency stop of the electric mobility M, allowing for the rapid deceleration of the electric mobility M, and reducing the minimum turning radius of the electric mobility M in the automatic driving mode, etc., by changing the driving mode of the electric mobility M, the movement of the electric mobility M to the waiting place is accelerated, but the same effect can be obtained by changing other driving modes. For example, similar to the cases of emergency stop and rapid deceleration, allowing for the rapid acceleration of the electric mobility M, increasing the maximum speed of the electric mobility M, etc. Rapid acceleration means shortening the distance, time, etc. required for the electric mobility M to reach a predetermined speed (such as 3.5 km / h) compared to when used by the user. For example, when at least one of the distance and time required for the electric mobility M to accelerate from 0 km / h to 3.5 km / h is 2 / 3 or less of that when used by the user, it can be said to be rapid acceleration.

Explanation of symbols

[0121] 4 Computer 5 Display device 10 Front wheel (wheel) 20 Rear wheel (wheel) 30 Mobility body 33 Seat support part 50 Seat surface part 42 Luggage rack 44 Operation part 45 Setting part (intention reception part) 49 Usage sensor 51 Cushion 52 Lower structure 53 Seating sensor 54 Flexible member 55 Detection device 60 Control unit 80 Control device 81 Processor 82 Storage device 82b Avoidance control program 82c Automatic driving program 82d Luggage presence / absence determination program 82e Position determination program 100 Server 102 Storage device 102a Management Data 200 Display Device (Meaning Reception Unit) 300 Voice Generation Unit 400 Light Emitting Unit 500 Identification Element Input Unit 600 Remote Control Device M Electric Mobility S Seat Unit T Passenger Terminal

Claims

1. A system in a facility, comprising a plurality of electric mobility devices and a server storing information on the plurality of electric mobility devices, wherein a user operates one of the plurality of electric mobility devices within the facility to move the one electric mobility device, and when the user's use of the one electric mobility device ends, the one electric mobility device moves to a waiting area by automatic driving, wherein use information of the one electric mobility device by the user is stored in management data of the server, wherein information on the user's boarding ticket is stored in the management data, and wherein the server or a control device of the one electric mobility device determines the end of the use of the one electric mobility device by the user based on at least information described on the boarding ticket and information indicating that the boarding ticket has passed through a boarding gate.

2. A system in a facility, comprising a plurality of electric mobility devices, wherein a user operates one of the plurality of electric mobility devices within the facility to move the one electric mobility device, and when the user's use of the one electric mobility device ends, the one electric mobility device moves to a waiting area by automatic driving, wherein at least one of a seating sensor of a seat unit and a usage sensor of a luggage rack is provided in each electric mobility device, wherein a control device of the one electric mobility device determines the end of the use of the one electric mobility device by the user using at least one detection result of the seating sensor and the usage sensor, and wherein when detection by the seating sensor is performed for a certain period of time while the one electric mobility device is moving toward the waiting area by automatic driving, the one electric mobility device is stopped.

3. A system in a facility, comprising a plurality of electric mobility devices, wherein a user operates one of the plurality of electric mobility devices within the facility to move the one electric mobility device, and when the user's use of the one electric mobility device ends, the one electric mobility device moves to a waiting area by automatic driving, Each of the electric mobility devices is provided with at least one of a seating sensor for the seating unit of each electric mobility device and a usage sensor for the luggage rack. The control device of the one electric mobility device uses at least one detection result of the seating sensor and the usage sensor to determine at least one of whether the user is on the one electric mobility device or whether the luggage rack is being used. The user is provided with an identification element to be worn or carried. The control device of the one electric mobility device or a server capable of communicating with the control device can determine the distance of the identification element from the one electric mobility device. Management data indicating the state of each of the plurality of electric mobility devices is displayed on a display device. It is configured such that information regarding the distance of the one electric mobility device is reflected in the management data. The management data stores information on the user's boarding ticket. A system within a facility, wherein the server or the control device of the one electric mobility device determines the end of use of the one electric mobility device based on the expiration of the departure time of the flight corresponding to the boarding ticket information and the distance information.

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