Autonomous driving vehicles and information processing systems

Abstract

Designated driving services require two people, a designated driver and an accompanying vehicle driver, which means high labor costs, and a shortage of drivers is resulting in long waiting times for users. Designated driving services are also needed in a variety of situations, including sudden illness, bad weather, and driving anxiety due to old age, not just when drinking alcohol, but currently there is not enough service available. There is also a serious shortage of public transportation drivers in regional cities, making securing transportation for the elderly a social issue. [Solution] The escort vehicle is equipped with an autonomous driving function, and a tracking target vehicle identification device and vehicle control device enable unmanned tracking of the designated driver vehicle. This reduces the number of personnel required by half and allows for the use of surplus vehicles. In addition, the user's vehicle is equipped with a limited autonomous driving function, allowing autonomous driving only in specific areas and under specific conditions. A driving range setting device and an autonomous driving control device support safe return home in cases such as when drinking alcohol or feeling unwell. It can also be applied to shared use by the elderly.

Description

[Technical Field]

[0001] The present invention relates to an autonomous driving vehicle and an information processing system. [Background technology]

[0002] A technology for optimally matching users of designated driving services with designated drivers has been disclosed (Patent Document 1).

[0003] A technology has been disclosed that improves the convenience of vehicle travel for users who have difficulty driving their own vehicles (Patent Document 2). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2024-43414 [Patent Document 2] Japanese Patent Application Publication No. 2024-11118 Summary of the Invention [Problem to be solved by the invention]

[0005] In recent years, there have been various efforts to ease the constraints on human resources in driving service and mobility assistance services, but the existing technologies described above have not yet resolved the issue. Therefore, an object of the present invention is to provide a vehicle and system that solves this problem. [Means for solving the problem]

[0006] In order to solve the above problems, a first aspect of the present invention provides a configuration for an escort vehicle in a designated driving service or elderly mobility support service, which includes a tracking target vehicle identification device that identifies a designated driving target vehicle to be tracked, a vehicle control device that has a function to track the designated driving target vehicle without a driver on board, and a mode switching device that switches between a driver-driven mode and an unmanned tracking mode. This makes it possible to eliminate the need for a driver in the escort vehicle in various service formats.

[0007] A second aspect of the present invention provides a configuration for a vehicle configured for autonomous driving, comprising a driving range setting device that sets the range within which autonomous driving is possible, a storage device that stores conditions under which autonomous driving is possible, an autonomous driving control device that determines whether the current condition is one in which autonomous driving is possible, and a destination setting device that sets the destination to travel to by autonomous driving. This configuration makes it possible to realize limited autonomous driving services that suit the diverse conditions of users.

[0008] Furthermore, the present invention can also integrate a function for measuring the tracking distance, a function for calculating a fee based on the tracking distance, etc. These functions may be implemented in a device mounted on the vehicle or in a server connected to a network.

[0009] Other problems and solutions disclosed in this application will be made clear in the section on preferred embodiments of the invention and the drawings. [Effects of the Invention]

[0010] According to the present invention, since a driver for the escort vehicle is no longer required for designated driving services or elderly mobility support services, the number of personnel required to provide the service can be halved. This reduces labor costs, thereby lowering service fees, expanding the service area, and enabling quicker response in emergencies. Furthermore, since a pair of two people was previously required for each service, surplus vehicles that have arisen due to a driver shortage can now be effectively utilized, and the improved service supply capacity is expected to significantly reduce waiting times for users. In particular, it is expected that stable service can be provided even in situations that were previously difficult to respond to, such as when a driver is unwell or in bad weather.

[0011] In addition, the limited autonomous driving function will enable safe travels home and in a variety of situations, not only when drinking alcohol, but also in the event of sudden illness, bad weather such as snowfall, and elderly drivers who are anxious about driving. Furthermore, in a vehicle sharing model for the elderly, it will function as an alternative to public transportation, contributing to securing transportation means in regional cities and is expected to contribute to improving the quality of life of the elderly and promoting their participation in society.

[0012] Furthermore, by implementing this invention, it is possible to provide the same level of service as before with half the number of substitute drivers, based on simple calculations. This reduces the number of trips substitute drivers make to work by private car or motorcycle, thereby reducing fuel and electricity consumption. Furthermore, a vehicle sharing model for elderly people is expected to alleviate congestion in parking lots at hospitals and supermarkets. Furthermore, reducing the number of vehicles owned and driven by elderly people is expected to have a decarbonizing effect by reducing fuel and electricity consumption. Furthermore, the widespread adoption of vehicle sharing models is expected to reduce the number of vehicles owned throughout the region, contributing to a reduction in the environmental impact associated with their production and disposal. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a diagram showing an example of the overall configuration of a substitute driving system according to a first embodiment of the present invention. [Figure 2]FIG. 10 is a diagram illustrating an example of the configuration of a limited autonomous driving vehicle according to a second embodiment of the present invention. [Figure 3] 1 is a diagram illustrating an example of the overall configuration of an information processing system according to the present invention. [Figure 4] FIG. 2 is a diagram illustrating an example of the hardware configuration of a management server 32. [Figure 5] FIG. 2 is a diagram illustrating an example of the software configuration of a management server 32 in the first embodiment. [Figure 6] FIG. 10 is a diagram illustrating an example of the software configuration of a management server 32 according to a second embodiment. [Figure 7] FIG. 4 is a diagram illustrating an example of a processing flow of a substitute driving service according to the first embodiment. [Figure 8] FIG. 10 is a diagram illustrating an example of a processing flow of limited autonomous driving in the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0014] <Background of the invention> Traditionally, substitute driving services have been used by users who are unable to drive or who wish to refrain from driving due to drinking, poor health, concerns about driving skills, etc., in which a driver with a Class 2 license drives the user's vehicle instead. This service is needed not only when drinking alcohol, but also in a variety of situations, such as when driving home after having driven to a medical institution due to sudden illness, when driving is difficult due to bad weather, or when driving is unsafe due to advanced age. A typical substitute driving service requires at least two people: a substitute driver who drives the user's vehicle, and a driver of an escort vehicle who picks up and follows the substitute driver.

[0015] In recent years, the shortage of public transport drivers has become a serious issue, especially in regional cities, and securing transportation for the elderly in particular has become a social issue. Under these circumstances, new service formats are being considered, in which vehicles owned by multiple elderly people are shared and driven by a driver with a Class 2 driver's license to support daily transportation such as shopping and medical appointments. However, such services still require a two-person system, a substitute driver and an accompanying vehicle driver, and the personnel costs are a barrier preventing the spread of these services.

[0016] Meanwhile, advances in autonomous driving technology are making it technically possible to automatically control vehicles under certain conditions. However, methods for effectively utilizing autonomous driving technology and increasing the sustainability of services for special applications such as designated driver services and mobility support services for the elderly have not yet been fully explored.

[0017] The above-described background to the invention is merely an example of some of the specific problems that the present invention is intended to solve, and the problems that the present invention is intended to solve are not limited to these.

[0018] <Summary of the Invention> The present invention utilizes autonomous driving technology to reduce the human costs of designated driving services and mobility assistance services, and to enable responses to a variety of difficult driving situations. Specifically, it consists of two aspects: a technology that eliminates the need for a driver by "automating the driving of an escort vehicle (first embodiment)," and "limited autonomous driving (second embodiment)" that permits autonomous driving only under specific conditions. These technologies may be implemented independently or in combination.

[0019] <Basic methodology> In a first embodiment of the present invention, in a driving service, when a designated driver drives a user's vehicle (driver-subject vehicle), an escort vehicle automatically tracks the driver-subject vehicle in an unmanned state. A tracking target vehicle identification device identifies the driver-subject vehicle, and a vehicle control device performs automatic tracking. At this time, the escort vehicle can switch between a manned driving mode and an unmanned tracking mode as needed using a mode switching device. This configuration makes it possible to reduce the number of personnel required from the conventional two to one.

[0020] In the second embodiment of the present invention, limited autonomous driving functionality is provided to the user's vehicle itself by repurposing some of the functions required in the first embodiment and adding some additional functions. A driving range setting device allows autonomous driving only in specific areas or roads permitted by local governments, for example, and an autonomous driving control device allows autonomous driving only under specific circumstances, such as drunk driving, poor health, or bad weather. This allows users to enjoy the benefits of autonomous driving under limited conditions even before fully autonomous driving is implemented in society. Furthermore, from the perspective of a substitute driving service, by transforming what was previously a "service for dispatching substitute drivers" into a "service for providing limited autonomous driving functionality," the number of personnel required can be reduced from two to zero, making it possible to provide a service similar to that of conventional substitute driving.

[0021] Both embodiments can also be applied to mobility support services for elderly people. For example, when a vehicle owned by an elderly person is shared by multiple elderly people, an efficient patrol service can be provided by having a designated driver drive the vehicle and an automated escort vehicle follow the vehicle. Furthermore, by equipping the elderly person's vehicle with limited automated driving capabilities, safe mobility can be supported even in situations where driving is unsafe.

[0022] <Terminology> Key terms used in the present invention are defined below.

[0023] In this specification, "XX device" refers to all means for realizing the function in question, including electronic means (processors, circuits, software, applications, servers, cloud services, etc.), mechanical means (switches, dials, levers, slide rules, etc.), visual means (display boards, printed materials, fare tables, information boards, etc.), human means (manual operation by an operator, input work, etc.), or a combination thereof.

[0024] "Substitute driving" refers to the general service of a person other than the owner or authorized user of a vehicle driving the vehicle to transport the person to their destination. This includes not only substitute driving when the person has been drinking, but also when the person is not feeling well, in bad weather, or when the person is unsure of their driving skills, and includes a round-trip service that transports multiple users in succession.

[0025] An "escort vehicle" refers to a vehicle that accompanies a designated driver vehicle and is responsible for functions such as picking up and dropping off the designated driver, tracking the designated driver vehicle, and retrieving the designated driver after the service is completed. An escort vehicle may be a dedicated vehicle, or may be a regular passenger car, a light vehicle, a three-wheeled vehicle, a two-wheeled vehicle, or a light vehicle such as a bicycle used for escort purposes. This also includes a situation in which multiple escort vehicles work together to track a single designated driver vehicle. Furthermore, escort vehicles may not only be vehicles that run on fossil fuels such as gasoline, but may also be electric vehicles, hydrogen vehicles, electric bicycles, etc.

[0026] "Vehicle subject to designated driving service" refers to a vehicle that is the subject of the designated driving service, and includes all types of automobiles, such as passenger cars, light vehicles, freight vehicles, special vehicles, three-wheeled vehicles, and motorcycles, owned or used by users. It also includes rental cars, car-sharing vehicles, and corporate-owned vehicles. The type of vehicle may not only be a vehicle that runs on fossil fuels such as gasoline, but also an electric vehicle, a hydrogen vehicle, an electric bicycle, etc. In this specification, "vehicle subject to designated driving service" is essentially synonymous with "vehicle to be tracked," as it is the vehicle that the escort vehicle is to track.

[0027] "Sensor" refers to any device that detects conditions inside or outside the vehicle and outputs them as an electrical signal. This includes cameras (visible light cameras, infrared cameras, stereo cameras, etc.), LiDAR, millimeter-wave radar, ultrasonic sensors, GPS receivers, inertial measurement units (IMUs), wheel speed sensors, alcohol detection sensors, biosensors (heart rate sensors, blood pressure sensors, body temperature sensors, etc.), and environmental sensors (temperature sensors, humidity sensors, illuminance sensors, etc.). These sensors may be used individually or as a sensor fusion system that combines multiple sensors.

[0028] "Tracking target vehicle identification device" refers to a device or means for identifying and specifying the driving substitute vehicle that the escort vehicle should track. This includes a vehicle license plate recognition device, a device that receives signals from a transmitter attached to the vehicle, an image recognition device that recognizes the vehicle's external characteristics, an identification device that uses location information such as GPS, an identification device that uses vehicle-to-vehicle communication, etc. It also includes devices that combine multiple identification methods.

[0029] "Vehicle control device" refers to a device that controls vehicle driving or a means for realizing this in general. In the first embodiment, it performs automatic tracking control of an accompanying vehicle, and in the second embodiment, it performs automatic driving control under limited conditions. In addition to basic vehicle control functions such as steering control, accelerator control, brake control, and transmission control, it also includes environmental recognition functions based on information from sensors, route planning functions, obstacle avoidance functions, etc. It also includes control devices that are retrofitted to existing vehicles.

[0030] "Mode switching device" refers to a device or means for switching a vehicle's driving mode, which in the first embodiment switches between manual driving mode and unmanned tracking mode, and in the second embodiment switches between normal manual driving mode and limited automated driving mode. This includes physical switches, touch panel operation interfaces, voice recognition switching devices, remotely operated switching devices, and programs that automatically switch modes when certain conditions are met. It also includes devices that switch modes in stages and devices or functions that switch between multiple automation levels.

[0031] A "tracking distance measurement device" refers to a device or means for measuring the distance an escort vehicle tracks a driver-substitute vehicle, including devices and methods using a satellite positioning system such as GPS, devices and methods using a vehicle's odometer, devices and methods for calculating route distance in combination with map data, and devices and methods for estimating traveled distance using image recognition. Measurement accuracy and intervals may be set appropriately depending on the application. Furthermore, if the actual driving route differs from the optimal route due to traffic congestion, road construction, bad weather, etc., the distance of the optimal route on the map may be used. Furthermore, if the escort vehicle temporarily loses sight of the tracked vehicle, a function for calculating the fare using the estimated route of the tracked vehicle or the distance of a standard route to a predetermined destination is also included. These functions enable appropriate fare calculation under various circumstances. In any case, the tracking distance measurement device may be equipped with a device or method, etc., for outputting information such as distance that serves as the basis for calculating the amount to be paid by the user via the fare calculation device.

[0032] A "fare calculation device" refers to a device or means for realizing this that calculates the fee to be paid by the user based on distance information, time information, and other service usage information acquired from the tracking distance measurement device. In the first embodiment (automated driving of the escort vehicle), the device is equipped with a function for calculating the substitute driving fee based primarily on the tracking distance, service time, time period (e.g., late night, early morning), and regional characteristics. Fee calculation methods include methods based on actual driving distance, as well as area pricing methods that divide municipalities or business areas into multiple areas (e.g., Area A, Area B, Area C, etc.) and apply a preset fixed fee to travel between areas. This area pricing method determines the fee based on the combination of the departure area and the destination area, providing a stable pricing system that is not affected by fluctuations in actual driving distance due to traffic congestion, detours, etc. Functions such as calculating section-by-section fees when traveling to multiple destinations and calculating waiting time fees may also be included. In the second embodiment (limited automated driving), a fee calculation for using the autonomous driving function may be added. This includes pay-per-use fees based on the duration and distance of autonomous driving, monthly and annual subscription fees, and fee categories based on the driving range and available time slots. The fee calculation means of the first and second embodiments also includes a dynamic pricing function based on the balance between supply and demand, a fee allocation function among multiple users, and a calculation function that combines a monthly flat rate and a pay-per-use system. To ensure transparency in fee calculation, it is desirable to also implement a function for recording and displaying the basis for calculation and a function for providing a detailed fee statement to the user. The fee calculation device may be installed in a vehicle, or may include a means for performing calculations on a server side via a communication network and transmitting the results to the vehicle, or a method for providing a pre-printed fee table in the vehicle.

[0033] "Driving range setting device" refers to a device or means for realizing this that sets, stores, and determines the geographical range within which autonomous driving is permitted. The set range may be defined in various ways, such as within the boundaries of a specific municipality, a specific road section, an area specified by geographic coordinates, or within a virtual boundary set using geofencing technology. It also includes dynamic settings in which the driving range changes depending on the time of day or day of the week.

[0034] "Situations in which automated driving is possible" refers to the conditions under which the use of the automated driving function of a vehicle is permitted, and includes the driver's physical and mental state (drinking, fatigue, illness, injury, mental instability, etc.), environmental conditions (weather, road surface condition, traffic conditions, time of day, etc.), legal and regulatory conditions, vehicle technical conditions, etc. These conditions may be set individually or in combination.

[0035] "Autonomous driving control device" refers to a device or means for determining whether the current situation is suitable for autonomous driving and controlling the start, continuation, and termination of autonomous driving. The determination may be based on information from various sensors (alcohol detectors, biosensors, weather sensors, etc.), information from external systems, and user reports.

[0036] A "destination setting device" refers to a device or means for setting a destination for a vehicle, including a touch panel, a voice input device, and an input device linked to an external device such as a smartphone. Setting methods include inputting the destination after boarding the vehicle, as well as setting the departure point and destination in advance via a smartphone app or other device. When using the pre-setting method, the user inputs their current location or a designated departure point (e.g., restaurant, home, workplace) and destination (e.g., home, restaurant, supermarket, hospital) when reserving a substitute driving service, and this information is automatically transmitted to the vehicle's destination setting device. This allows the substitute driver to know the destination before boarding, improving service efficiency and user convenience. In the first embodiment, the escort vehicle also shares the destination information of the vehicle being driven by the substitute driver and uses it to improve the accuracy of tracking control. Even if the target vehicle is lost, the destination information can be used to predict the reunion point. In the second embodiment, the system automatically determines whether the set destination is within a driving range, and if it is outside the range, it proposes an alternative destination, automatically drives to the nearest point within the driving range, and then coordinates handover to a substitute driving service.It also includes a function that allows multiple destinations to be set and automatically generates an optimal route.

[0037] The term "information processing system" refers to a computer system that realizes the various functions of the present invention, and includes embedded systems installed in vehicles, edge computing devices, cloud servers, and combinations of these. It also includes a form in which part or all of the processing is executed on a server outside the vehicle.

[0038] "Vehicle sharing management device" refers to a device or means for realizing this that manages reservations, adjusts usage, records usage history, etc. when multiple users share a single vehicle. It includes functions such as user authentication, usage schedule management, usage history recording, and basic data collection for fee allocation. It may be implemented as a cloud-based system and configured so that users can access it via a smartphone app, etc.

[0039] A "fee allocation calculation device" refers to a device or means for performing calculations to fairly allocate fees among multiple users in a vehicle sharing service. It calculates vehicle maintenance costs (insurance premiums, taxes, inspection costs, etc.), fuel or electricity costs, and fees for using autonomous driving functions based on the usage time, distance, and frequency of use of each user. It also includes functions such as setting a basic fee for vehicle owners and linking with payment agency services.

[0040] <Vehicle implementation details> Next, details of the first embodiment of the present invention implemented as a vehicle will be described. As shown in Figure 1, the substitute driving control device is installed in the accompanying vehicle, and each component operates in coordination to realize unmanned tracking.

[0041] The sensors function as input devices for detecting the surrounding environment of the escort vehicle and the target vehicle. The sensors may consist of multiple cameras located on the front, sides, and rear of the vehicle, LiDAR installed on the vehicle roof, millimeter-wave radar and ultrasonic sensors embedded in the bumper, etc. These sensors provide real-time environmental information to the target vehicle identification device and vehicle control device.

[0042] The tracking target vehicle identification device processes information obtained from sensors to identify and track vehicles that are the subject of driving service. In particular, it applies a deep learning-based object recognition algorithm to image data obtained from a camera to recognize the vehicle's license plate, model, color, external features, etc. It may also receive signals from a transmitter or V2V communication device installed in the vehicle that is the subject of driving service, enabling more reliable vehicle identification.

[0043] The mode switching device is bidirectionally connected to the vehicle control device and controls the switching of driving modes. When switching from manned driving to unmanned tracking, it automatically executes a safety check sequence that includes checking sensor operation, identifying the tracking target, and checking the connection of the communication system. The switching operation can be performed using an in-vehicle touch panel, a physical switch, or remotely.

[0044] The vehicle control device continuously receives position information of the tracked vehicle from the tracked vehicle identification device and performs appropriate tracking control. The control algorithm may be implemented by combining predictive control, adaptive control, machine learning-based control, etc. The vehicle control device transmits calculated control commands to the vehicle's actuator system to realize steering, acceleration, and braking operations.

[0045] The tracking distance measurement device obtains information from GPS sensors, inertial measurement units, wheel speed sensors, etc. to perform highly accurate distance measurements. In particular, in environments where GPS signals are unstable, it uses inertial navigation and map matching technology in combination to ensure continuous distance measurement. Measurement data is recorded with a timestamp and serves as the basis for toll calculations.

[0046] The fee calculation device calculates the fee by integrating distance data from the tracking distance measurement device, time data from the clock function, and area information from the map database. The fee structure can be configured to support a combination of basic fees, distance fees, time-of-day fees, and area fees. Vehicle sharing services must be configured to support fee structures such as individual fee calculations for multiple users, calculations combining fixed monthly fees and metered fees, and calculations of payments to vehicle owners. The calculation results are notified to relevant parties via the in-vehicle display and communication device.

[0047] The destination setting device provides multiple input methods, such as a touch panel, voice recognition, and smartphone connectivity. The set destination is sent to the route planning function, which calculates the optimal route. For elderly mobility support services, a function to automatically generate efficient routes between multiple destinations is also implemented.

[0048] The communication device is responsible for communicating with the substitute driver's terminal, the management center, the user's smartphone, etc. The content of the communication includes vehicle location information, service status, emergency contact, fare information, etc. To ensure the reliability of communication, multiple communication methods such as mobile phone networks, Wi-Fi, and dedicated wireless may be used in combination.

[0049] A more detailed implementation of the escort vehicle tracking function in the first embodiment will be described. In an actual road environment, situations may occur in which the escort vehicle temporarily loses sight of the designated driving vehicle. For example, this may occur when the escort vehicle is stuck at a red light while waiting at a traffic light, when another vehicle cuts in between the escort vehicle and the designated driving vehicle, or when the designated driving vehicle turns right or left at an intersection and disappears from view.

[0050] To deal with such situations, the tracking target vehicle identification device continuously identifies the driving service target vehicle not only by simple visual recognition (for example, by recognizing the vehicle's license plate or the vehicle's external characteristics), but also by a method of receiving a signal from a transmitter attached to the driving service target vehicle (the vehicle to be tracked), an identification method using location information such as GPS, a method using vehicle-to-vehicle communication, or a composite method that combines these.The vehicle control device performs tracking control based on the identification of the driving service target vehicle by the tracking target vehicle identification device.

[0051] As an alternative to tracking methods based on identifying the vehicle to be driven (vehicle to be tracked) using a tracking target vehicle identification device, the expected course of the vehicle to be driven can be estimated based on destination information pre-set in a destination setting device and the driving route history since tracking began, and the vehicle control device can drive autonomously along this expected course and attempt to reunite with the vehicle to be driven.

[0052] The communication device may also maintain a constant (or intermittent) connection with the communication device carried by the substitute driver and receive real-time location information of the vehicle being driven by the substitute driver. The communication device of the substitute driver may be a smartphone with a GPS function or a dedicated terminal. Even if visual tracking of the escort vehicle is lost, tracking can continue by selecting an appropriate route based on the location information obtained via the communication device.

[0053] Furthermore, the vehicle control device may implement a probabilistic estimation algorithm that integrates multiple information sources. For example, it may comprehensively analyze the last confirmed position, speed, and direction of the designated driver vehicle, road network information, traffic flow patterns, and traffic light cycle information to estimate the most likely current location. By moving toward this estimated location via an efficient route, it is possible to rejoin the designated driver vehicle with a high probability.

[0054] These functions enable the escort vehicle to eventually meet up with the designated driver at the destination even if it temporarily loses sight of the designated driver. Furthermore, even if tracking becomes completely impossible, the escort vehicle can autonomously reach a pre-set destination and meet up with the designated driver there, or wait for the designated driver to arrive. This type of redundant tracking system makes it possible to provide a stable service even under various road conditions.

[0055] Next, details of the second embodiment of the present invention implemented as a vehicle will be described. As shown in Fig. 2, the substitute driving control device is installed in or retrofitted to the user's vehicle, and realizes automatic driving under limited conditions.

[0056] The sensors, like those in the first embodiment, perform environmental recognition functions, but they also have the important additional function of detecting the driver's condition. An alcohol detection sensor installed inside the vehicle measures the breath alcohol concentration near the driver's seat. Biometric sensors are built into the steering wheel and seat and continuously monitor the driver's heart rate, body temperature, and other parameters. An in-vehicle camera estimates the driver's level of consciousness and physical condition based on their facial expressions and posture. Weather sensors installed outside the vehicle also play an important role. For example, a rain sensor can be installed near the wipers to detect raindrops, and a snow sensor can be installed at the front of the vehicle to detect snow accumulation or accumulation. A fog detection sensor that uses optical sensors or millimeter-wave radar to detect poor visibility may also be installed. An air temperature sensor may be installed to detect sub-freezing temperatures (potential for road icy conditions). Information from these weather sensors is transmitted to the autonomous driving control device and used to determine whether limited autonomous driving is permitted in bad weather. For example, when visibility is significantly reduced due to dense fog or heavy snow, this information can be used to determine whether the autonomous driving function should be enabled.

[0057] The driving range setting device manages permission information provided by local governments and road administrators. The permission range is defined in the form of geographic coordinates, road section ID, administrative district, etc., and is preferably stored in association with a digital map. The device compares the current location obtained from GPS or GNSS with the permission range to determine whether autonomous driving is geographically possible.

[0058] The storage device stores definitions of situations in which autonomous driving is possible, as defined by the national or local government. For example, conditions such as alcohol consumption (blood alcohol concentration threshold), poor physical condition (abnormal values ​​of biological information), weather conditions (visibility, road surface condition), time of day, and traffic conditions are stored in a format that can be logically combined. The conditions can be updated remotely by an administrator.

[0059] The autonomous driving control device integrates driver status information from sensors, weather conditions, geographical permission information from the driving range setting device, and condition definition information from the storage device to comprehensively determine whether autonomous driving is possible. If the determination is positive, it has the function of instructing the vehicle control device to switch to autonomous driving mode.

[0060] The mode switching device safely switches between manual and automatic driving. When switching, the device may be configured to notify the driver, perform a system check, and transfer control authority in stages. For safe switching, it is desirable to have a mechanism that switches only when the vehicle is stopped or traveling at a certain speed or below.

[0061] As in the first embodiment, the vehicle control device executes control such as environment recognition, path following, and obstacle avoidance based on sensor information in the autonomous driving mode. Control is limited to the driving range, and if the vehicle approaches outside the range, a warning is issued in advance and the vehicle is safely stopped if necessary. It is also desirable that the vehicle be equipped with a function to automatically stop the vehicle in a safe place in an emergency.

[0062] The destination setting device allows users to set any destination, but has a function to check consistency with the driving range. If a destination outside the range is set, the device will present the nearest point within the range as an alternative. It also provides a function to pre-register frequently used destinations such as home and medical facilities.

[0063] <System implementation details> Next, details of the implementation of the present invention as an information processing system will be described. As shown in Fig. 3, the information processing system is composed of a vehicle 31 and a management server 32, which are connected via a communication network. However, the present invention is not limited to this configuration, and it is also possible to implement a form in which all functions are installed in the vehicle 31, or a form in which multiple servers perform distributed processing, etc.

[0064] The management server 32 may be a general-purpose computer such as a workstation or a personal computer, or may be logically realized by cloud computing.

[0065] <Administration Server> FIG. 4 is a diagram illustrating an example of the hardware configuration of the management server 32. Note that the illustrated configuration is merely an example, and other configurations may be used. As shown in FIG. 4, the hardware configuration of the management server 32 includes a CPU 401, a memory 402, a storage device 403, a communication interface 404, an input device 405, and an output device 406. The CPU 401 executes various programs and controls the entire system. The memory 402 temporarily stores data required for program execution. The storage device 403 permanently stores programs, map data, driving range data, service history, etc. The communication interface 404 is responsible for communication with the vehicle 31, linkage with external systems, connection to user terminals, etc. Multiple communication methods are supported, including mobile phone networks (4G / 5G), Wi-Fi, dedicated wireless, and satellite communication. The input device 405 accepts system settings, condition updates, monitoring operations, etc., performed by an administrator. Examples of the input device include a keyboard, mouse, touch panel, buttons, and microphone. The output device 406 displays the system status, service status, error notifications, etc., and is, for example, a display, printer, speaker, etc. Each functional unit of the management server 32, which will be described later, is realized by the CPU 401 reading a program stored in the storage device 403 into the memory 402 and executing it, and each storage unit of the management server 32 is realized as part of the storage area provided by the memory 402 and the storage device 403.

[0066] Fig. 5 is a diagram showing an example of the software configuration of the management server 32. As shown in Fig. 5, the software configuration of the management server 32 in the first embodiment is made up of functional units, namely, a mode switching unit 411, a tracking target vehicle identification unit 412, a destination setting unit 413, a vehicle control unit 414, a tracking distance measurement unit 415, a fee calculation unit 416, and a communication unit 417. The management server 32 also includes a storage unit 431 and a user database 432.

[0067] The mode switching unit 411 is a core functional unit that manages the driving mode of the escort vehicle. The mode switching unit 411 determines the appropriate driving mode based on environmental information transmitted from the vehicle 31, operational inputs from the driver, instructions from a remote operator, etc. When switching modes, it transmits a mode change notification to each functional unit and instructs them to change their operating parameters.

[0068] The tracking target vehicle identification unit 412 analyzes image data, signal data, etc. acquired from the sensor of the vehicle 31 to identify the vehicle to be driven by the driving service. The identification process uses techniques such as image recognition using a deep learning model, pattern matching, and signal analysis.

[0069] The destination setting unit 413 processes destination input from the user. Input methods include a variety of means, such as an in-vehicle terminal, a smartphone app, voice input, and advance registration. In the case of use cases such as elderly mobility support services, multiple users may each have multiple desired destinations, and the system also provides a function (means) for optimizing the route order, automatically generating an efficient route.

[0070] The vehicle control unit 414 generates a control command for the vehicle 31 based on the position information from the tracking target vehicle identification unit 412, the route information from the destination setting unit 413, etc. The control algorithm can be used in two ways: one where calculations are performed on the server side and the results are sent to the vehicle, and one where basic control is performed on the vehicle side and the server only performs monitoring.

[0071] The tracking distance measurement unit 415 calculates the accurate distance traveled by integrating the location information, speed information, etc. transmitted from the vehicle 31. The measurement data is saved in the memory unit 431 along with a timestamp, and is also used for verification after the service is completed. Correction processing can also be performed on the server side when the GPS signal is unstable.

[0072] The fee calculation unit 416 calculates the fee based on the distance data from the tracking distance measurement unit 415, the service time, area information, etc. The fee system is set in advance as a fee table or calculation formula. In the vehicle sharing service, it is also possible to implement functions such as fee distribution among multiple users, subscription fee management, and payment agency functions. The calculation results are sent to the user terminal and the substitute driver terminal via the communication unit 417.

[0073] The communication unit 417 controls communications with the vehicle 31, user terminals, substitute driver terminals, external systems, etc. Different communication protocols can be used for control signals that require real-time performance and for large-volume data transfer. Communication encryption and authentication functions are also implemented.

[0074] The storage unit 431 is a central data storage commonly used in both forms. The user database 432 stores service history, user information, vehicle information, etc. This data is appropriately encrypted from the perspective of protecting personal information, and access authority management is also implemented. It is also desirable to ensure the permanence of the data by using a periodic backup function.

[0075] As shown in Fig. 6, the software configuration of the management server 32 in the second embodiment is the same as that of the first embodiment, but in addition thereto, a driving range setting unit 418 and an autonomous driving control unit 419 are added. These functional units play a central role in realizing limited autonomous driving. In addition, a driving range database 433 and an autonomous driving implementation availability status database 434 are added to the storage unit 431.

[0076] The drivable range setting unit 418 receives permission information provided by the local government system or road management system and stores it in the drivable range database 433. The permission range can be managed in a variety of formats, such as polygon data, road link ID, or administrative district code. It also supports dynamic range changes based on the time of day or day of the week. This data can be obtained not only via communication, but also manually entered or corrected.

[0077] The autonomous driving control unit 419 comprehensively judges various information (current location, driver status, environmental conditions, etc.) transmitted from the vehicle 31 and determines whether autonomous driving is possible. The judgment includes checking the location against the driving range setting unit 418 and checking the conditions against the autonomous driving implementation status database 434. The judgment result is transmitted to the vehicle control unit 414 and is reflected in the actual vehicle control.

[0078] The driving range database 433 works in conjunction with a geographic information system (GIS) to efficiently manage complex geographic boundaries. Spatial indexing is used to speed up location matching. Version control also makes it possible to track changes to permitted ranges.

[0079] The automated driving feasibility status database 434 stores the conditions under which automated driving is permitted as structured data. The conditions are expressed as logical expressions, and can also handle complex combinations of conditions. For example, a condition can be set such as "(alcohol concentration > threshold OR poor health flag = true) AND current time ∈ late-night time zone AND current location ∈ permitted range." It is also possible to associate and manage vehicle sharing contract information, user group information, fee allocation rules, etc.

[0080] In both the first and second embodiments, when a vehicle sharing service is supported, a vehicle sharing management unit and a fee allocation calculation unit are added. These functional units realize efficient vehicle use by multiple users and fair cost sharing.

[0081] The vehicle sharing management unit manages multiple user information, usage schedules, usage records, etc. It provides functions such as user authentication, reservation management, and usage authority control, and users can access it via a smartphone app or web interface. It can also implement a priority determination function in the event of usage conflicts.

[0082] The fee allocation calculation unit works in conjunction with the fee calculation unit 416 to achieve fair fee allocation among multiple users. It automatically performs monthly or weekly settlement processing, payment of basic fees to vehicle owners, and proportional calculation of metered fees based on preset calculation methods. It is also desirable to enable payment by credit card, electronic money, virtual currency, automatic withdrawal from bank accounts, and other payment processing through API integration with payment service providers.

[0083] These system components do not necessarily have to be located on the server side, and can also be mounted on the vehicle 31. For example, in areas with unstable communication environments, it is possible to adopt a configuration in which the main functions are located on the vehicle side, with the server playing only a supporting role. It is also possible to implement a distributed processing configuration that applies the concept of edge computing, in which processing that requires real-time performance is performed on the vehicle side, and large-scale calculations and data management are performed on the server side.

[0084] To ensure system scalability, it is desirable to design the management server 32 to support horizontal scaling. By adding server instances as the number of service users increases, the processing capacity of the entire system can be improved. It is also possible to allocate servers by region to shorten response times.

[0085] <Processing flow>

[0086] 7 and 8 are diagrams illustrating the processing flow in the information processing system. Below, examples of processing flows related to the autonomous driving control of the escort vehicle in the substitute driving service (first embodiment, FIG. 7) and the control of the limited autonomous driving function (second embodiment, FIG. 8) are described. These are examples of embodiments of the present invention, and the order, content, combination, etc. of the processing can be changed as appropriate depending on the application and implementation form.

[0087] First, the processing flow of the first embodiment will be described. The mode switching unit 411 is set to the autonomous driving mode (S701). This setting may be performed by the operation of the driver or the driving service provider, by instructions from a remote operator, or automatically when a predetermined condition is met.

[0088] Next, the tracking target vehicle identification unit 412 identifies the vehicle to be tracked (S702). The tracking target vehicle identification unit 412 compares image data, signal data, etc. acquired from the sensor of the vehicle 31 with the vehicle information stored in the storage unit 431 to identify the vehicle for which driving service is provided. The reliability of identification may be improved by using multiple identification methods in combination.

[0089] The destination setting unit 413 accepts input of a destination (S703). A variety of input methods are possible, such as a touch panel on an in-vehicle terminal, voice input, or via a smartphone app. In the case of an elderly mobility support service, a function may be executed in which multiple destinations are set and an optimal route order is automatically generated.

[0090] The mode switching unit 411 instructs the vehicle control unit 414 to start autonomous driving (S704). This instruction includes identification information of the tracking target vehicle, destination information, driving mode parameters, etc. At the same time, the mode switching unit 411 notifies each functional unit of the change in operation mode.

[0091] The vehicle control unit 414 continuously receives information from the tracking target vehicle identification unit 412 and the sensors of the vehicle 31, and tracks the tracking target vehicle (S705). Tracking control includes maintaining an appropriate inter-vehicle distance, following when the vehicle changes lanes, stopping and starting at traffic lights, etc. The control algorithm may utilize predictive control or machine learning to achieve smoother tracking.

[0092] The vehicle control unit 414 detects arrival at the destination, terminates tracking control, and stops the vehicle 31 (S706). Arrival detection is performed by matching GPS location information with destination coordinates, checking buildings and signs using image recognition, etc. The stopping location may be automatically selected taking safety and convenience into consideration.

[0093] The fee calculation unit 416 acquires the mileage data from the tracking distance measurement unit 415 and calculates the fee (S707). The fee calculation may include elements such as a base fee, a distance fee, a time-of-day fee, and a regional fee. Dynamic pricing based on the balance of supply and demand may also be applied.

[0094] The communication unit 417 transmits the calculated fare information to the user terminal and / or the substitute driver terminal (S708). The transmitted information may include service details such as a detailed fare statement, route, and required time. It is also possible to automatically collect the fare in cooperation with an electronic payment system.

[0095] Next, a processing flow of the second embodiment will be described. The mode switching unit 411 is set to the automatic driving mode (S801). This setting may be executed when the driver is unable to drive due to drinking or poor health, or when certain conditions (late night, bad weather, etc.) are met.

[0096] The autonomous driving control unit 419 acquires current location information from the vehicle 31 and compares it with the driving range database 432 (S802). The comparison process utilizes positioning data from GPS or GNSS, map matching technology, geofencing technology, etc. To improve position accuracy, multiple positioning methods may be integrated.

[0097] The automatic driving control unit 419 determines whether the vehicle 31 is within a driving range (S803). The determination may take into consideration not only the current position but also the direction and speed of the vehicle, and may include a function to predict in advance whether the vehicle will deviate from the driving range.

[0098] The autonomous driving control unit 419 acquires driver status information from the sensors of the vehicle 31 and compares it with the autonomous driving implementation status database 433 (S804). The status information can include alcohol concentration, biometric information (heart rate, blood pressure, body temperature, etc.), consciousness level assessment by image recognition, etc.

[0099] The automatic driving control unit 419 determines whether the driver's state is such that automatic driving can be performed (S805). The criteria for the determination are set based on legal regulations, medical knowledge, safety standards, etc., and can be updated as necessary.

[0100] The autonomous driving control unit 419 determines whether autonomous driving should be performed (S806) based on the results of the determination of the driving range and the driver's status (S803 and S805). Autonomous driving is permitted only if both conditions are met. If either condition is not met, the system may suggest an alternative (such as arranging for a human substitute driving service).

[0101] The destination setting unit 413 accepts input of a destination (S807). The input is performed by voice recognition, touch operation, selection from pre-registered locations, etc. In the event of an emergency, a function can also be implemented that automatically sets the nearest safe place or medical institution as the destination.

[0102] The destination setting unit 413 checks whether the input destination is within the driving range against the driving range database 432 (S808). The checking includes checking whether the entire route to the destination is within the driving range.

[0103] If the input destination is outside the driving range, the destination setting unit 413 proposes an alternative destination and finally determines the destination (S809). The alternative destination may be selected based on criteria such as a point within the driving range that is closest to the desired destination, or a point with good connection to public transportation.

[0104] The mode switching unit 411 instructs the vehicle control unit 414 to start autonomous driving (S810). The instruction includes destination information, route information, control parameters, emergency response procedures, and the like.

[0105] The vehicle control unit 414 continuously receives information from the sensors of the vehicle 31 and automatically drives the vehicle to the destination (S811). During automatic driving, the system continuously performs processes such as environment recognition, route tracking, obstacle avoidance, traffic light recognition, and sign recognition. In addition, to prevent the vehicle from deviating from the driving range, it issues a warning when approaching a boundary and safely stops the vehicle as necessary.

[0106] The vehicle control unit 414 detects arrival at the destination, terminates tracking control, and stops the vehicle 31 (S812). After stopping, appropriate processing is selected depending on the driver's condition, such as returning control authority, switching to parking mode, or making an emergency call.

[0107] <Specific examples and variations> Specific examples of the present invention will be described below. These examples are intended to illustrate the applicability of the present invention and are not intended to limit the technical scope of the present invention.

[0108] Example 1 This is an example of applying the present invention to a designated driving service for users who have been drinking at a restaurant. The escort vehicle can be a modified version of a conventional escort vehicle owned by a designated driving service provider or a small vehicle owned by a taxi company. The vehicle is equipped with high-resolution cameras, millimeter-wave radar, LiDAR, or a combination of these at the front and rear of the vehicle. The tracking target vehicle identification device can identify the user's vehicle by image recognition after taking and registering a photo of the license plate of the user's vehicle in advance using a smartphone app.

[0109] When the service begins, the designated driver gets into the user's vehicle and the accompanying vehicle switches to automatic tracking mode. After arriving at the destination, the fee is settled and the service ends, just like with conventional designated driving. The accompanying vehicle then switches to manual driving mode, and the designated driver heads off to the next user.

[0110] <Example 2> This is an example of how the present invention is applied to assisting elderly people in shopping in a regional city. Five to six local elderly people form a group and share a vehicle owned by one of the members. The designated driver manually drives the escort vehicle to the home of the first user, who owns the vehicle, and then the elderly person transfers to their main vehicle, with the escort vehicle switching to automatic tracking mode. The escort vehicle then makes rounds to each elderly person's home, picking them up and efficiently visiting supermarkets, hospitals, banks, etc. During this time, the escort vehicle automatically tracks the elderly person.

[0111] The autonomous driving of the escort vehicle reduces the cost of providing the service and allows for low fares (approximately 500 yen per person per trip, the same as using a bus). Frequently used facilities are pre-registered in the destination setting device, and can be easily selected by voice input. The route optimization function automatically generates an efficient route that takes into account the wishes of all passengers.

[0112] Example 3 This is an example of a service for users in snowy regions who feel uneasy about driving due to sudden heavy snowfall. Autonomous driving in bad weather is permitted only on major trunk roads designated by local governments. Vehicles will be additionally equipped with snowfall sensors and road surface condition detection sensors, or with a function to recognize snowfall and snow accumulation through external communications. A system could also be in place that allows autonomous driving to be used when poor visibility or frozen roads are detected.

[0113] When the user voice commands "drive autonomously to my home," the system checks whether the route from their current location to their home is within the vehicle's driving range, and if so, begins autonomous driving. If the current location is in a location where autonomous driving cannot begin, the system will guide the user to the nearest location within the vehicle's driving range and encourage the user to drive to that location on their own. If there is a section of the route to the destination that is outside the driving range, the system will drive autonomously to the nearest safe location, and from there it can automatically hand over to a human driving service.

[0114] Example 4 This is an emergency response service for users who feel unwell while driving. The vehicle is equipped with a heart rate sensor built into the steering wheel and a facial color recognition system using an in-car camera. If the system detects an abnormal heart rate pattern or facial pallor, it will ask the user via voice, "How are you feeling?"

[0115] If the user responds with "I'm not feeling well" or if there is no response, the vehicle will automatically set the nearest medical facility as the destination and switch to limited autonomous driving mode. At the same time, emergency contacts (family members, family doctors, etc.) will be automatically notified. If there is an area on the route to the medical facility that is outside of the driving range, the vehicle will stop in a safe location and automatically call an ambulance.

[0116] <Example 5> This is a designated driving service for touring multiple tourist spots in tourist areas. Tourists use the designated driving service after arriving at the tourist spot in a rental car to enjoy eating, drinking, and other experiences at each tourist spot. It is expected that the designated driver will also be qualified as a tourist guide and will provide tourist information during the trip.

[0117] The accompanying vehicle will be a small electric vehicle that can be tracked even on the narrow roads and parking lots of tourist spots. When multiple tourist groups share a ride, a destination setting device will integrate the wishes of each group and suggest an efficient route. The fare can be based on time (5,000 yen per hour) rather than distance, so that the fare can be split among the number of people in the group.

[0118] Example 6 This is an example of innovation in vehicle ownership and business models for mobility support services for the elderly. For example, five elderly people in a local area form a group, and four of them sell their vehicles. The remaining person owns a vehicle equipped with limited autonomous driving functions, and a vehicle sharing model is created to provide mobility support for the entire group. In other words, multiple users use a single vehicle. Note that these multiple users may also form a predetermined group, such as "housewives of XX town."

[0119] The substitute driving service provider not only provides driving services but also intermediary and management services for vehicle sharing. Specifically, it will handle the disposal of the used cars of four people and receive a fair disposal fee, while providing a subscription (SaaS) contract for limited autonomous driving functions for the remaining vehicle. It will also coordinate usage among the five people sharing the vehicle, set fees, and handle payments, reducing the risk of collecting fees.

[0120] The fee calculation device and fee calculation unit are designed to handle complex fee settlements between individuals. The basic fee for the vehicle owner, metered fees based on usage time and distance, and fees for using the autonomous driving function are managed in an integrated manner, and the amount billed to each user is automatically calculated. Payment is made in one go by the substitute driving service provider, and distribution to the vehicle owner is also automated.

[0121] This model allows elderly people to secure transportation when needed while significantly reducing vehicle maintenance costs. The vehicle owner can cover part of the maintenance costs through fees from the other four people, and the driving service provider can secure a stable source of revenue. In the future, with the realization of fully autonomous driving, it is expected that vehicle owners will also be freed from driving, and this will develop into a true vehicle sharing service.

[0122] These embodiments can also be combined with each other. For example, by adding a health detection function to services for the elderly, or by incorporating an autonomous driving function in bad weather into tourist destination services, more comprehensive services can be provided. In addition, with the advancement of fully autonomous driving technology in the future, it is expected that development will lead to fully unmanned services that will no longer require substitute drivers.

[0123] The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention can be modified and improved without departing from the spirit thereof, and it goes without saying that the present invention includes equivalents thereof.

[0124] <Disclosures> The present disclosure also includes the following configurations. [Item 1] An accompanying vehicle in a substitute driving service, a tracking target vehicle identification device that identifies a driving service target vehicle to be tracked by the escort vehicle; A vehicle control device having a function of tracking the driving substitute target vehicle when a driver is not on board the escort vehicle; A mode switching device for switching between a mode in which the escort vehicle is driven by a driver and a mode in which the escort vehicle is tracked without a driver; A substitute driving escort vehicle characterized by comprising: [Item 2] The escort vehicle according to item 1, a tracking distance measuring device for measuring a distance over which the accompanying vehicle has tracked the accompanying target vehicle, Further provided is an accompanying vehicle for substitute driving. [Item 3] The accompanying vehicle according to item 2, a fee calculation device that calculates a substitute driving fee based on the tracking distance measured by the tracking distance measurement device, or a communication device that calculates a fee through server communication; Further provided is an accompanying vehicle for substitute driving. [Item 4] The escort vehicle according to any one of items 1 to 3, a destination setting device including a destination reception unit that receives an input of a destination in advance, Further provided is an accompanying vehicle for substitute driving. [Item 5] The escort vehicle according to item 1, A communication device capable of communicating with a communication device carried by a substitute driver who rides in the vehicle to be driven by the substitute driver, Further provided is an accompanying vehicle for substitute driving. [Item 6] An information processing system for supporting substitute driving, The system is installed in a substitute driving escort vehicle or in a server that can communicate with the substitute driving escort vehicle, a tracking target vehicle identification unit that identifies a driving service target vehicle to be tracked by the escort vehicle; A vehicle control unit having a function of tracking the driving substitute target vehicle when the driver is not on board the escort vehicle; A mode switching unit for switching between a mode in which the escort vehicle is driven by a driver and a mode in which the escort vehicle is tracked without a driver; An information processing system comprising: [Item 7] Item 6. The information processing system according to item 6, a tracking distance measurement unit for measuring a distance over which the accompanying vehicle has tracked the accompanying target vehicle, The information processing system further comprises: [Item 8] Item 7. The information processing system according to item 7, a fee calculation unit that calculates a substitute driving fee from the tracking distance measured by the tracking distance measurement unit; The information processing system further comprises: [Item 9] The information processing system according to any one of items 6 to 8, a destination reception unit that receives an input of a destination in advance, The information processing system further comprises: [Item 10] A vehicle configured to be capable of automatic driving, a driving range setting device that sets a range in which the vehicle can be driven automatically; a storage device that stores in advance a situation in which the automatic driving can be performed; an automatic driving control device that determines whether the automatic driving is possible; a destination setting device that sets in advance a destination to be traveled by the automatic driving; A vehicle characterized by comprising: [Item 11] The range in which the autonomous driving is possible is determined by one or a combination of a specific region, a local government, or a road. A vehicle as described in item 10. [Item 12] The situation in which the autonomous driving can be implemented is determined by one or a combination of the following: a situation in which the driver cannot control the vehicle; a specific time period; surrounding vehicle congestion; the driving status of surrounding autonomous vehicles; the driver's lack of skill; or the driver's poor physical condition. A vehicle as described in item 10. [Item 13] The driver's inability to control the vehicle is due to one of the following: intoxication, injury, or mental illness; A vehicle as described in item 12. [Item 14] The autonomous driving control device determines whether the autonomous driving is possible based on one or a combination of the following: the alcohol concentration in the driver's breath, a request from the driver, the time, the situation regarding the traffic congestion of surrounding vehicles, information regarding the driving status of surrounding autonomous driving vehicles, and the weather in the vicinity. A vehicle as described in item 10. [Item 15] The destination to be traveled by the automatic driving is any place designated by the user. A vehicle as described in item 10. [Item 16] An information processing system for controlling automatic driving of a vehicle, a driving range setting unit that sets a range in which the vehicle can be driven automatically; a storage unit that stores in advance a situation in which the automatic driving can be performed; an automatic driving control unit that determines whether the automatic driving is possible; a destination setting unit that sets in advance a destination to be traveled by the automatic driving; An information processing system comprising: [Item 17] The range in which the autonomous driving is possible is determined by one or a combination of a specific region, a local government, or a road. Item 17. The information processing system according to item 16. [Item 18] The situation in which the autonomous driving can be implemented is determined by one or a combination of the following: a situation in which the driver cannot control the vehicle; a specific time period; surrounding vehicle congestion; the driving status of surrounding autonomous vehicles; the driver's lack of skill; or the driver's poor physical condition. Item 17. The information processing system according to item 16. [Item 19] The driver's inability to control the vehicle is due to one of the following: intoxication, injury, or mental illness; Item 19. The information processing system according to item 18. [Item 20] The autonomous driving control unit determines whether the autonomous driving is possible based on one or a combination of the following: the alcohol concentration in the driver's breath, a request by the driver, the time, the situation regarding the traffic congestion of surrounding vehicles, information regarding the driving status of surrounding autonomous driving vehicles, and the weather in the vicinity. Item 17. The information processing system according to item 16. [Item 21] The destination to be traveled by the automatic driving is any place designated by the user. Item 17. The information processing system according to item 16. [Item 22] The destinations are a plurality of destinations desired by a plurality of users, Item 22. The information processing system according to item 21. [Item 23] The information processing system according to any one of items 16 to 22, An information processing system further comprising a vehicle sharing management unit that coordinates use among users, sets fees, and handles payment in a service in which multiple users use a single vehicle. [Explanation of symbols]

[0125] 10 sensors 20 Substitute operation control device 21 Mode switching device 22 Tracked vehicle identification device 23 Destination setting device 24 Tracking distance measuring device 25 Fee calculation device 26 Communication equipment 27 Driving range setting device 28 Storage device 29 Automatic driving control device 30 Vehicle control device 31 vehicles 32 Management Server 401 CPU 402 memory 403 Storage device 404 Communication Interface 405 Input Device 406 Output Device 411 Mode switching unit 412 Tracked Vehicle Identification Department 413 Destination Setting Section 414 Vehicle control unit 415 Tracking distance measurement unit 416 Fee Calculation Department 417 Communications Department 418 Driving range setting unit 419 Automatic Driving Control Unit 431 Storage section 432 User Database 433 Driving Range Database 434 Autonomous Driving Implementation Situation Database

Claims

1. An accompanying vehicle in a substitute driving service, a tracking target vehicle identification device that identifies a driving service target vehicle to be tracked by the escort vehicle; A vehicle control device having a function of tracking the driving substitute target vehicle when a driver is not on board the escort vehicle; A mode switching device for switching between a mode in which the escort vehicle is driven by a driver and a mode in which the escort vehicle is tracked without a driver; a destination setting device including a destination reception unit that receives input of a destination in advance in a mode in which the driving representative vehicle is tracked without a driver; A substitute driving escort vehicle characterized by comprising:

2. The escort vehicle according to claim 1, The accompanying vehicle for substitute driving further comprises a tracking distance measuring device that measures the distance that the accompanying vehicle has tracked the vehicle for which driving substitution is provided.

3. The escort vehicle according to claim 2, a fee calculation device that calculates a substitute driving fee based on the tracking distance measured by the tracking distance measurement device, or a communication device that calculates a fee through server communication; Further provided is an accompanying vehicle for substitute driving.

4. The escort vehicle according to claim 1, A substitute driving escort vehicle capable of autonomous driving based on information input into the destination setting device and rejoining the substitute driving vehicle in a situation where the substitute driving vehicle cannot be tracked.

5. An information processing system for supporting substitute driving, The system is installed in a substitute driving escort vehicle or in a server that can communicate with the substitute driving escort vehicle, a tracking target vehicle identification unit that identifies a driving service target vehicle to be tracked by the escort vehicle; A vehicle control unit having a function of tracking the driving substitute target vehicle when the driver is not on board the escort vehicle; A mode switching unit for switching between a mode in which the escort vehicle is driven by a driver and a mode in which the escort vehicle is tracked without a driver; a destination receiving unit that receives input of a destination in advance in a mode in which the driving representative vehicle is tracked without a driver; An information processing system comprising:

6. 6. The information processing system according to claim 5, A tracking distance measurement unit that measures the distance that the escort vehicle has tracked the driving substitution target vehicle, The information processing system further comprises:

7. 7. The information processing system according to claim 6, a fee calculation unit that calculates a substitute driving fee from the tracking distance measured by the tracking distance measurement unit; The information processing system further comprises:

8. 6. The information processing system according to claim 5, An information processing system characterized by the fact that, in a situation where the accompanying vehicle cannot track the vehicle being driven by the designated driver, it is possible for the accompanying vehicle to drive autonomously based on information input into the destination reception unit and to rejoin the vehicle being driven by the designated driver.

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