Systems and electric mobility within the facility

Abstract

To provide a system in a facility, capable of stably providing service by using a plurality of electrically-driven mobilities in the facility, and to provide the electrically-driven mobility.SOLUTION: A system in a facility includes a plurality of electrically-driven mobilities (M), and a server (100) in which information on the plurality of electrically-driven mobilities (M) is stored. In the system, a user operates one electrically-driven mobility (M) among the plurality of electrically-driven mobilities (M) in the facility so as to move the one electrically-driven mobility (M), and when the use of the one electrically-driven mobility (M) by the user is ended, the one electrically-driven mobility (M) is arranged in a standby position.SELECTED DRAWING: Figure 1

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 move one of the plurality of electric mobilities manually within the facility, and automatically moves the electric mobility to a waiting location by autonomous 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 senses, etc. of users who use electric mobility vary. Therefore, it is difficult to actually provide such a service stably 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 An electric mobility device operated and moved by a user within a facility, which is configured to automatically move to a waiting area when the user has finished using it, and is equipped with sensors for detecting that the user is in use and riding the electric mobility device.

[0007] The control device for the electric mobility device, after determining the end of use based at least on the detection results from the sensors, starts a process to inform the user of the waiting time until the automated driving to the waiting location begins.

[0008] A third aspect of the present invention is: A system within a facility equipped with a server storing information on electric mobility devices, wherein the electric mobility devices are operated and moved by a user within the facility, and are configured to move to a waiting area by automatic driving when the user has finished using them, and are provided with a sensor that can be used to determine when the use has ended, the sensor being a usage sensor that detects the presence or absence of luggage in a luggage rack, and the server or the control device of the electric mobility device stores for a predetermined period changes in the detection range of the usage sensor, which is continuously detected by the usage sensor, in order to know whether the luggage has fallen and / or been lost while the electric mobility device is in motion. . [Brief explanation of the drawing]

[0009] [Figure 1] This is a schematic diagram of the system within passenger terminal T according to one embodiment of the present invention. [Figure 2] This is a perspective view of the electric mobility device used in this embodiment. [Figure 3] This is a partially exploded cross-sectional view of the electric mobility device of this embodiment. [Figure 4] This is a bottom view of the electric mobility device of this embodiment with the seat unit, cover, etc., removed. [Figure 5] This is a block diagram of the control unit for the electric mobility device of this embodiment. [Figure 6] This is a perspective view of the seat unit of the electric mobility device according to this embodiment. [Figure 7] This is a plan view of the electric mobility device of this embodiment. [Figure 8] This is a block diagram of the management server used in this embodiment. [Figure 9] This is a timetable showing an example of the management data in this embodiment. [Figure 10] This flowchart shows an example of how this embodiment can be used. [Figure 11] This flowchart shows an example of how this embodiment can be used. [Figure 12] This flowchart shows an example of how this embodiment can be used. [Figure 13] This flowchart shows an example of how this embodiment can be used. [Figure 14] This flowchart shows an example of how this embodiment can be used. [Figure 15] This flowchart shows an example of how this embodiment can be used. [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 while referring 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 missing. 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 comprises a hub 14 attached to an axle 11 and a plurality of roller support shafts (not shown) supported by the hub 14, with each of the plurality of rollers 13 rotatably supported on the roller support shafts. The hub 14 may be attached to the axle 11 using bearings or the like, or the hub 14 may be attached to the axle 11 using cushioning members, intermediate members or the like.

[0015] Each roller 13 rotates around the axis of its corresponding roller support shaft. In other words, each front wheel 10 is an omnidirectional wheel that moves in all directions relative to the running surface. In this embodiment, each rear wheel 20 has an axle (not shown), a hub 21 attached to the axle, and an outer peripheral member 22 provided on the outer circumference of the hub 21, with its outer peripheral surface made of a material having rubber-like elasticity. However, omnidirectional wheels may be used, similar to the front wheels 10. In this case, the front wheels 10 would be conventional wheels instead of omnidirectional wheels. The axle of the rear wheels 20 may be shared with the main shaft of the motor MT.

[0016] The structure of the mobility unit 30 can be modified as appropriate. In this embodiment, it has a base portion 32 that extends along the ground and a seat support portion 33 that extends upward from the rear end or central part of the base portion 32. A seat unit S is attached to the upper end of the seat support portion 33. The base portion 32 of this embodiment has a plastic cover portion 32b that at least partially covers the metal base frame 32a shown in Figure 4. The cover portion 32b is used as a part for the driver (user) to rest their feet when sitting in the seat unit S, a part for placing luggage, etc.

[0017] In this embodiment, the seat unit S has a backrest portion 40 and a seat portion 50. The backrest portion 40 extends upward from the rear end of the seat portion 50. The cushion 51 of the seat 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 portion 50 are exposed.

[0018] A battery housing 34 extending vertically is formed in the seat support portion 33, and a battery BA having a vertically elongated length is housed in the battery housing 34. A connector 34a is provided inside the battery housing 34, and when the battery BA is housed in the battery housing 34, the connector (not shown) of the battery BA is connected to the connector 34a. The operator can access the battery BA for replacement, etc., by removing the cushion 51 of the seat portion 50.

[0019] As shown in Figure 3, a seating sensor 53 is provided at the upper end of the seat support portion 33 as part of the lower structure 52 of the seat surface portion 50. The seating sensor 53 in this embodiment has a flexible member 54 supported at the upper end of the seat support portion 33 and a detection device 55 positioned below the flexible member 54. The detection device 55 is a switch, a pressure sensor, etc. In this embodiment, the detection device 55 is a switch. The detection device 55 may also be a deflection sensor attached to the flexible member 54. Thus, the detection device 55 can be any device capable of detecting the deflection of the flexible member 54.

[0020] In this embodiment, a switch is pressed when a part of the flexible member 54, for example the central part, elastically deforms downward, and a predetermined signal (current) is transmitted to the control device 80, which will be described later, when the switch is pressed. Furthermore, when the cushion 51 is placed on the flexible member 54 and a passenger (user) sits on the cushion 51, a part of the flexible member 54 elastically deforms, pressing the switch, and the control device 80 recognizes that the passenger is sitting on the seat 50.

[0021] The sensitivity of the seating sensor 53 can be set in various ways by adjusting the amount of deflection of the flexible member 54 in response to the load. For example, when an object weighing about 500g is placed on the cushion 51, the flexible member 54 may elastically deform and the switch may be pressed. In this embodiment, the flexible member 54 includes an extended portion 54a that extends in the vehicle's longitudinal direction and vehicle width direction, and a support portion 54b that supports the end of the extended portion 54a. Specifically, a plurality of support portions 54b extend downward from both ends of the extended portion 54a in the longitudinal direction, and the extended portion 54a is supported at the upper end 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 handling the cushion 51 and the mounting state of the cushion 51 on the detection sensitivity of the detection device 55 is reduced.

[0022] A flexible member 54 may be provided at the lower part of the cushion 51. The extended portion 54a of the flexible member 54 may be provided at the lower part of the cushion 51, and the support portion 54b of the flexible member 54 may be provided at the upper end of the seat support portion 33. In this case, the extended portion 54a and the support portion 54b are manufactured as separate parts. 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. Alternatively, the flexible member 54 and 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. Furthermore, other types of sensors that detect when a passenger is sitting on the cushion 51 may be used as the seating sensor 53.

[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, the driver (user) places both arms on the armrests 43a of the pair of control arms 43. Alternatively, the driver places both hands on the upper ends of the pair of control arms 43. In this embodiment, both control arms 43 and armrests 43a are provided, but either the control arms 43 or only the armrests 43a may be provided. In this case, the driver can place at least one of their arms and hands on the control arms 43, or at least one of their arms and hands on the armrests 43a.

[0024] An operating section 44 having an operating lever 44a is provided at the upper end of the right-side control arm 43 or armrest 43a. When no force is applied, the operating lever 44a is positioned in the neutral position by a biasing member (not shown) located within the operating section 44.

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

[0026] The upper end of the left-side control arm 43 or armrest 43a is provided with a setting unit 45 for making various settings related to the electric mobility. Examples of these settings include setting the maximum speed, setting the driving mode, and setting the lock on the electric mobility. The setting unit 45 is equipped with multiple operation buttons, a display device, and the like. As shown in Figure 2, the electric mobility device M is equipped with a display device 200 that protrudes 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 that extends upward from the upper end surface of the left control arm 43.

[0027] The display device 200 is, in one example, a tablet computer, but it may be any other known display device. Information is transmitted to the display device 200 from the control device 80 via wired or wireless connection, and the display device 200 displays the received information. This information includes, for example, at least one of the following: information on the driving speed of the electric mobility device M, information on the status of the battery BA, information on the location of obstacles detected by sensors such as the stereo camera 90, information on the determination result of whether or not the obstacles hinder driving, map information, and driving route information. The display device 200 is also equipped with input means such as a touchscreen function, and the information input to the display device 200 is transmitted to the control device 80.

[0028] As shown in Figure 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 drive power to each motor MT.

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

[0030] A stereo camera (sensor) 90 is mounted on the upper end of the right control arm 43 and the upper end of the left control arm 43, respectively. If control arms 43 are not provided, the stereo camera 90 may be provided on the front end of the armrest 43a. As shown in Figure 6, each stereo camera 90 comprises a pair of lens units 91 and a camera body 92 that supports the pair of lens units 91. In Figure 6, the cover has been removed to show the internal structure of the stereo camera 90, and the seat unit S and the like are also schematically depicted.

[0031] Inside the camera body 92 are a pair of image sensors 93 (Figure 5), and each pair of image sensors 93 corresponds to a pair of lens units 91. Each image sensor 93 is a well-known sensor such as a CMOS sensor. Each image sensor 93 is connected to the control device 80. As an example, the detection range DA1 of each stereo camera 90 is the front of the electric mobility M and the widthwise outer side of the front wheel 10 (Figure 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 this embodiment, the luggage rack 42 is supported by the rear end of the mobility body 30 and the back of the seat unit S, as shown in Figures 2 and 3. The luggage rack 42 has a pair of frames 46 that extend vertically along the backrest 40. The pair of frames 46 also support the backrest 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 frames 47 extending from the lower end of the frame 46 toward the rear of the vehicle, and a rear frame 48 connecting the pair of lower frames 47 to each other and extending upward from the pair of lower frames 47. The pair of lower frames 47 are supported, for example, by the mobility body 30. The luggage rack 42 also has a lower plate 47a supported by the pair of lower frames 47, and a rear plate 48a extending from the rear end of the lower plate 47a to the vicinity of the upper end of the rear frame 48. The lower plate 47a and the rear plate 48a may be an integrated unit.

[0034] As shown in Figure 3, a LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) 95 is mounted on the rear end of the mobility body 30 or below the luggage rack 42. In this embodiment, the LiDAR 95 scans the laser beam over the detection range DA2 in Figure 7 and detects the laser beam that hits an object and bounces off. Using this detection result, the control device 80 detects objects to be detected in the detection range DA2, which is the widthwise outer and rearward side of the electric mobility M. The objects to be detected are, for example, obstacles, people, animals, and plants. Obstacles are, for example, walls, large stones, steps, etc. In other examples, the LiDAR 95 may detect objects to be detected such as steps, holes, grooves, etc., into which the rear wheels 20 may fall or get stuck. Furthermore, each stereo camera 90 detects the objects to be detected over the detection range DA1 in Figure 7.

[0035] In addition, other stereo cameras may be provided to detect targets to the rear and sides of the electric mobility vehicle M, and other known sensors such as radar and millimeter-wave sensors capable of detecting targets may be provided. Furthermore, in order to detect targets to the widthwise outer and front of the front wheels 10 of the electric mobility vehicle, 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 autonomous driving program 82c stored in the storage device 82. The control device 80 processes the disparity image from the stereo camera (sensor) 90 to create a distance image. The control device 80 then detects the target object in the distance image. The control device 80 performs known self-position estimation using the detection results from the GPS receiver, odometer, stereo camera 90, LiDAR 95, etc., provided in the electric mobility device. Furthermore, based on the detected target object as described above, the map data stored in the storage device 82, and the results of the self-position estimation, the control device 80 can, for example, set a route from the starting point to the destination and perform autonomous driving.

[0037] The control device 80 controls each motor MT by a control command for avoidance action and / or activates a notification device when, for example, the detection target is detected within a predetermined range in the detection ranges DA1 and DA2. Examples of avoidance actions include reducing or stopping the rotational speed of each motor MT to avoid the avoidance target (automatic stop function), and controlling each motor MT to restrict the movement of the electric mobility M toward the avoidance target. The avoidance target is one of the detection targets that is, for example, closer to the sensor than a predetermined distance (2m, 1m, several tens of centimeters, etc.) and is highly likely to be an obstacle to the driving of the electric mobility M.

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

[0039] In passenger terminal T, for example, a station (waiting area) 2 is provided near the exit of security screening area 1, and multiple electric mobility devices M are stationed at station 2. A reception counter 3 is also provided near station 2, and a computer 4 is installed at reception counter 3. Computer 4 is a well-known computer such as a laptop computer or tablet computer. Computer 4 is connected to server 100 via a communication network, communication lines, etc.

[0040] As shown in Figure 8, the server 100 includes a processor 101 having a CPU, RAM, etc., a storage device 102 having non-volatile memory, ROM, etc., a display device 103, and a transceiver 104 that transmits and receives information via wireless and wired communication. The storage device 102 stores management data 102a for managing multiple electric mobility devices M. The management data 102a is data used to display a management table based on the management data 102a on the display device 5 of the computer 4 and the display device 103 of the server 100.

[0041] Management data 102a is data that, in one example, displays the management table shown in Figure 9 on the display device 5,103. The management table shown in Figure 9 is one form of a timetable. Each row of the timetable contains identification information for multiple electric mobility devices M, and each row displays vehicle information, user usage plans (usage information), user usage status (usage information), etc., related to the electric mobility device M. The usage plans are displayed in the time axis area of ​​the timetable, where the time axis is indicated. In this embodiment, the usage status is also displayed in the time axis area.

[0042] In the example shown in Figure 9, electric mobility vehicle M, number 1, is reserved by user B from 10:30 to 12:00. Electric mobility vehicle M, number 2, is not reserved during the time period shown in Figure 9. The reservation status for electric mobility vehicles 3 and beyond is also displayed. These reservation statuses are just one example of the planned usage.

[0043] Furthermore, in Figure 9, electric mobility vehicle M, number 1, has been in use by user A since 8:00. This is shown in Figure 9 as an example of the usage status. In Figure 9, electric mobility vehicle M, number 3, has finished being used by user C and is on its way back to station 2 by autonomous driving, as described later. In this case, as an example of the usage status, Figure 9 shows that electric mobility vehicle M, number 3, has been used.

[0044] In addition, outside the time axis area of ​​the timetable, vehicle information such as the battery BA charge status, the electric mobility M driving status, the detection status of the seat sensor 53 attached to the electric mobility M, and the presence or absence of luggage on the luggage rack 42 are displayed. As for the driving status, it is displayed that the vehicle is being driven manually, stopped in manual driving mode, driving in automatic driving mode, stopped in automatic driving mode, etc. As another example, the driving status is displayed as either manual driving or automatic driving.

[0045] In one example, as shown in Figure 3, a user sensor (visual sensor) 49 is attached to the upper end of the luggage rack 42 so as to include at least the upper surface of the lower plate 46 of the luggage rack 42 within its field of view (detection range). A two-dimensional camera, a three-dimensional camera, a three-dimensional distance sensor, etc., can be used as the user sensor 49. The control device 80 stores a luggage presence / absence determination program 82d. The control device 80 operates based on the luggage presence / absence determination program 82d and uses the image data obtained by the user sensor 49 to determine whether or not there is luggage on the luggage rack 42.

[0046] In addition, other sensors such as object detection sensors, load sensors, and known radar sensors may be provided as utilization sensors 49 instead of the visual sensor. The object detection sensor is a known photoelectric sensor, and the load sensor is a known pressure sensor. In these cases, the control device 80 determines whether or not there is luggage on the luggage rack 42 based on the detection results of the object detection sensor, load sensor, radar sensor, etc. As a result of determining whether or not there is luggage on the luggage rack 42, the timetable shown in Figure 9 displays the status of whether or not there is luggage.

[0047] As shown in Figure 9, the amount of electricity consumed by the currently used electric mobility device M, number 1, can be calculated, and based on the results of this calculation, the predicted charge state of battery BA when electric mobility device M, number 1, returns to station (waiting area) 2 may be displayed.

[0048] The system configured as described above can be operated in the following way, for example. Broadly speaking, the system of this embodiment includes a preparation step (step S1), an assignment step (step S2), a training step (step S3), a driving step (step S4), an automatic return step (step S5), and a post-processing step (step S6). Depending on the situation and requirements, it is also possible to operate the system by partially omitting steps S1 to S6.

[0049] In step S1, for example, as shown in Figure 10, the person providing the service goes to a space such as a warehouse where the electric mobility devices M are stored (step S1-1) and checks the status of each of the multiple electric mobility devices M (step S1-2). They also turn on the main switch of each stationary electric mobility device M to make it ready to drive (step S1-3). In this state, the control device 80 of each electric mobility device M is locked by software so that it cannot be moved even if the operation unit 44 is operated.

[0050] Next, the service provider releases the physical locks on each electric mobility device M, such as wires (step S1-4), and releases the brakes on each electric mobility device M (step S1-5). The service provider also moves the multiple electric mobility devices M to station 2 (step S1-6) and applies the brakes to each electric mobility device M (step S1-7).

[0051] In step S2, as shown in Figure 11 for example, the service provider receives a request and information from a user who wishes to use the electric mobility device M. This user may be someone who has already made the request (reservation) including the date and time of use of the electric mobility device M using a telephone, online system, etc., or someone who has made the request including the date and time of use of the electric mobility device M at the reception counter 3. Examples of the information include information listed on the boarding pass, the user's name, the user's telephone number, etc. Information such as the user's physical information, the user's gender information, and information listed on the user's passport may also be accepted, but it is preferable to accept as little information as possible from the user.

[0052] Next, the service provider explains what can and cannot be done using the electric mobility device M, as well as the rules of conduct and prohibited actions, and confirms whether the user agrees (Step S2-2). If Step S2-1 is performed using an online system, part or all of Step S2-2 may also be performed on the online system. Steps S2-1 and S2-2 may be performed in reverse order or simultaneously.

[0053] The aforementioned information is entered into computer 4 and / or server 100 using input device 4a or the like of computer 4. At this time, computer 4 or server 100 may receive flight information related to the flight from another computer, for example, the airport's management computer, based on the information written on the boarding pass. In addition, the flight information related to the boarding pass may be updated sequentially based on information from the airport's management computer.

[0054] In this way, the above information is received by computer 4 (step S2-3). The above information entered via the online system may also be transmitted to computer 4. The information received by computer 4 is also received by server 100. In step S2-3, computer 4 receives flight information, in particular, which includes at least one of the flight number, boarding gate, and boarding time listed on the user's boarding pass. Since computer 4 is used to manipulate or utilize the data of server 100 and can be considered part of server 100, computer 4 will also be described as server 100 in the following description.

[0055] Next, based on the date and time of use, the information, etc., the server 100 assigns one of the multiple electric mobility vehicles M to the user (step S2-4). At this time, the server 100 associates the information with the assigned electric mobility vehicle M. Note that the service provider may perform the assignment in step S2-4. Subsequently, if necessary, the service provider moves the assigned electric mobility vehicle M from station 2 to near the user (step S2-5) and assists the user in getting on and fastening their seatbelt (step S2-6).

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

[0057] Next, at least a portion of the information is displayed on the display device 200 (step S3-3), and the user confirms the appropriateness of the information (step S3-4). The user is also educated on how to end their use of the electric mobility M by the service provider and / or by the explanatory page displayed on the display device 200 (step S3-5). The user is also educated on how to receive assistance from staff, especially the service provider, by the service provider and / or by the explanatory page displayed on the display device 200 (step S3-6).

[0058] Furthermore, the user is instructed on how to manually operate the electric mobility vehicle M by the service provider and / or by an instruction page displayed on the display device 200 (step S3-7). Furthermore, the user is instructed on how to enable the automatic stop function by the service provider and / or by an instruction page displayed on the display device 200 (step S3-8).

[0059] In step S4, manual driving (operation) by the user is initiated, for example, as shown in Figure 13 (step S4-1). In step S4-1, the electric mobility vehicle M may start automatic driving based on the user's operation. In this case, the user sets the destination using the display device 200, etc. The electric mobility vehicle M may also be operated by the user in a combination of manual and automatic driving. This could include cases where the user is heading to a boarding gate corresponding to a flight number, or where the user is heading to a boarding gate after stopping at another destination. Meanwhile, the server 100 begins receiving the self-position estimation result, the vehicle information, etc., from the electric mobility device M (step S4-2).

[0060] When a user needs assistance, the user performs the operation taught in step S3-6 on the display device 200, setting unit 45, etc., and a help signal is sent to the server 100 (step S4-3). When a user finishes using the electric mobility device M, the user performs the operation taught in step S3-5 on the display device (intention reception unit) 200, setting unit (intention reception unit) 45, etc., and a usage end signal is sent to the server 100 (step S4-4). This operation is for the user to input their intention to end use. In one example, the display device 200 displays an intention reception button as an intention reception unit that receives the intention to end use. If the display device 200 etc. has a voice input unit as an intention reception unit, the user speaks their intention to end use to the display device 200, and the intention to end use is received. In some cases, an intention reception button is provided on the operation unit 44. Upon input to the user input unit, the server 100 determines that the user has finished using the electric mobility device M, and the control unit 44 switches to an automatic driving mode where the device does not move (step S4-5). Alternatively, instead of performing step S4-5, the server may determine in step S5-1, described below, whether or not to start the return operation, that the user has finished using the electric mobility device M.

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

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

[0063] In step S6, for example as shown in Figure 15, the service provider moves the multiple electric mobility devices M located at station 2 to a storage space such as a warehouse (step S6-1). Then, the main switch of the electric mobility devices M moved to the warehouse is turned OFF (step S6-2), and the battery BA of each electric mobility device M is charged as needed (step S6-3). Finally, the service provider physically locks the electric mobility devices M moved to the warehouse using wires or the like (step S6-4).

[0064] In the aforementioned operation and other operations, the user can communicate with the service provider via the display device 200 by operating the display device 200 or the setting unit 45 while riding the electric mobility device M. This configuration contributes to the user's sense of security and prevents the user from misusing the electric mobility device M.

[0065] In the aforementioned operation and other operations, when a user is using the electric mobility device M, the service provider can check the image captured by the camera 201 installed on the display device 200. The camera 201 may be installed on another part of the electric mobility device M, such as the control arm 43, instead of the display device 200. This configuration allows the service provider to check the user's condition, which is useful for ensuring the user's safety and checking the user's health.

[0066] In the aforementioned operation and other operations, if the seating sensor 53 fails to detect the user's seating for a certain period of time between the time the user starts manually operating the electric mobility device M and the time it is determined that the use of the electric mobility device M has ended, the control device 80 may stop the electric mobility device M. The certain period of time is, for example, a set time of 1 second or more. In this case, the electric mobility device M will not move by operation of the control unit 44, etc. This configuration is advantageous in ensuring the safety of the user. It is also advantageous in preventing a third party from using the electric mobility device M without authorization while the user is away. Stop information indicating that the electric mobility device 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 103,5 in the form of the timetable shown in Figure 9, the service provider can recognize the electric mobility vehicle M that has been forcibly stopped. Depending on the situation, the service provider can use information about the location of the electric mobility vehicle M, such as the self-position estimation result, to instruct the operator to go to the location of the electric mobility vehicle M in order to assist the user of the forcibly stopped electric mobility vehicle M.

[0068] The server 100 may issue the instruction. For example, as shown in Figure 9, the timetable contains identification information for multiple operators, and each row displays the work schedule, work status, etc., of the corresponding operator. Based on at least one of the work schedule and work status of each operator, the server 100 sends the instruction to the terminal of the selected operator. As shown in Figure 9, the location of each electric mobility device M and each operator may be shown in the timetable or on a map. The location of each electric mobility device M may be a location obtained by self-estimation, or a location measured using a GPS receiver attached to each electric mobility device M. The same applies to the location of each operator.

[0069] In this case, the user may temporarily leave the seat unit S, for example, in the restroom. In this case, the user inputs their intention to temporarily leave the electric mobility device M via the display device 200 and the setting unit 45, and the temporary departure information is sent to the server 100, where it is reflected in the management data 102a. During this input, the touchscreen function of the display device 200, the buttons and other operation units on the setting unit 45, and the voice input unit of the display device 200 all function as input units. When the voice input unit is used, the user speaks a word to the display device 200 that means they are temporarily leaving.

[0070] As a result, when the management data 102a is displayed on the display devices 103,5 in the form of the timetable shown in Figure 9, the service provider can recognize the electric mobility vehicle M that has been temporarily departed. Depending on the situation, the service provider or server 100 can use the self-position estimation result of the electric mobility vehicle M to instruct the operator to go to the location of the electric mobility vehicle M in order to identify the user of the electric mobility vehicle M that has been temporarily departed.

[0071] Furthermore, when the user sits down after temporarily leaving the vehicle, the display device 200 displays a message prompting the user to fasten their seatbelt. Also, the electric mobility vehicle M will not move through the operation of the control unit 44 until the user presses the confirmation button on the display device 200. This configuration ensures that the user fastens their seatbelt securely. Alternatively, when the user sits down after temporarily leaving the vehicle, a notification device provided on the electric mobility vehicle M may be used to prompt the user to fasten their seatbelt. A sound generating unit 300, such as a speaker, can be used as the notification device.

[0072] In the aforementioned operation and other operations, if the usage sensor 49 no longer detects any luggage on the luggage rack 42 for a certain period of time between the time the user starts manually driving the electric mobility vehicle M and the time it is determined that the use of the electric mobility vehicle M has ended, the control device 80 of the electric mobility vehicle M will perform 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 actions include stopping the electric mobility device M, reducing the speed of the electric mobility device M, displaying a predetermined message on the display device 200, emitting a predetermined sound, or a combination of these actions. When the electric mobility device M is equipped with a sound generating unit 300 (Figure 5), such as a speaker, the predetermined sound will be emitted from the sound generating unit 300. The sound generating unit 300 may also be provided on the display device 200. This configuration allows the user to notice when luggage falls from the luggage rack 42 or when luggage is about to fall, thus preventing the loss of luggage due to falling.

[0074] Furthermore, in the aforementioned operation and other operations, the detection results from the usage sensor 49 from the time the user starts manually operating the electric mobility device M until it is determined that the use of the electric mobility device M has ended can be stored in the memory of the control device 80 or server 100 for a predetermined period. The predetermined period can be several weeks, several months, several years, etc. The detection results from the usage sensor 49 from the time the user starts manually operating the electric mobility device M until the electric mobility device M returns to the standby location can also be stored in the memory of the control device 80 or server 100.

[0075] In other words, the data continuously detected by the user sensor 49 is stored in memory along with the detection time. This configuration allows for a record of changes in the detection range by the user sensor 49, which is effective in preventing the loss of luggage due to dropping or other reasons. For example, if the user sensor 49 is a photoelectric sensor, load sensor, radar sensor, etc., changes in the detection results can be observed from the data stored in memory. Also, if the user sensor 49 is a visual sensor and the luggage rack 42 is within the detection range, the status of luggage and other items placed on the luggage rack 42 can be checked later using the data stored in memory. This is extremely advantageous in preventing luggage-related problems.

[0076] Furthermore, in the above embodiment, the user sensor 49 may not only detect objects on the luggage rack 42, but also objects in other luggage storage areas of the electric mobility M and objects on the seat unit S. For example, if the visual sensor, which is the user sensor 49, is supported above the luggage rack 42 by a support member such as a pole, the luggage rack 42 and the seat unit S will be within the detection range of the visual sensor. In this case, luggage placed by the user on the seat unit S will also be imaged by the visual sensor and stored in memory. Furthermore, if the seat unit S is 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 located on the back side of the seat unit S, making it difficult for a user sitting in the seat unit S to see 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 from the time the user starts manually driving the electric mobility M until it is determined that the use of the electric mobility M has ended.

[0078] Furthermore, a playback button may be displayed on the display device 200 to display the detection results of the usage sensor 49 stored in memory. This playback button may be physically provided on the display device 200, or it may be provided on the setting unit 45, etc. By operating the playback button, the user can check the movement of luggage placed on the luggage rack 42, seat unit S, etc.

[0079] In step S4-5 or step S5-1, a determination is made that the user has finished using the electric mobility device M, or a determination is made that it is acceptable to start the return operation of the electric mobility device M. At this time, the control device 80 or 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 reception unit receives the user's intention to end use, a determination to end use or a determination to return to the vehicle may be made when a predetermined waiting time has elapsed after the seating sensor 53 no longer detects seating. Alternatively, after the intention reception unit receives the user's intention to end use, a determination to end use or a determination to return to the vehicle may be made when a predetermined waiting time has elapsed after the usage sensor 49 no longer detects seating. 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 usage sensor 49 are used in this way, the determination to end use or the determination to return to the vehicle becomes more accurate.

[0081] In step S4-5 or step S5-1, it is possible that the user does not input their intention to end use into the intention reception unit. Alternatively, it is possible that the intention reception unit is not provided on the electric mobility device M. In these cases, the control device 80 or server 100 may use the detection result of the seating sensor 53 and / or the detection result of the usage sensor 49 to make a determination to end use or to make a determination to return.

[0082] For example, a decision to terminate use or to return to the vehicle may be made when the departure time of the user's flight has passed and a predetermined waiting period has elapsed since the seating sensor 53 no longer detects the user being seated. Alternatively, a decision to terminate use or to return to the vehicle may be made when the departure time of the user's flight has passed and a predetermined waiting period has elapsed since the usage sensor 49 no longer detects the user being seated. The predetermined waiting period is, for example, a set time of 10 seconds or more.

[0083] In another example, the control device 80 or server 100 analyzes the images captured by the visual sensor, which is the user sensor 49. If the control device 80 or server 100 determines that there is no user luggage in the seat unit S, luggage rack 42, etc. for an extended period of time, it emits a predetermined sound using the voice generation unit 300, etc. If the user's luggage or the user does not appear in the seat unit S, luggage rack 42, etc. after a predetermined time has elapsed, the control device 80 or server 100 makes a determination to end use or to return to the user. Alternatively, instead of the voice generation unit 300 emitting a predetermined sound, a determination to end use or to return to the user may be made.

[0084] In another example, the image captured by the visual sensor, which is the user sensor 49, is transmitted to the server 100, and the captured image is displayed on the server 100's display devices 103, 5, etc. The service provider checks the captured image to determine whether the user has finished using the service or to return to the user. At this time, the service provider may refer to the detection result of the seating sensor 53, whether the user's intention to finish using the service has been received by the intention reception unit, etc. This intention may be displayed in the timetable of the management data 102a.

[0085] Furthermore, information indicating that the boarding pass has passed through the boarding gate corresponding to the information written on the user's boarding pass may be transmitted from the boarding gate computer, the airport management computer, etc., to the server 100 or control device 80. After the server 100 or control device 80 receives the information indicating that the boarding pass has passed through the boarding gate, a determination of completion of use or a determination of return action may be made using the detection results of the seating sensor 53 and / or the detection results of the usage sensor 49, as described above. Furthermore, the server 100 or control device 80 may make a determination to terminate use or return to the terminal based solely on information indicating that the boarding pass has passed through the boarding gate.

[0086] In the above embodiment, after the user notification unit receives the user's intention to end use, the control unit of the display device 200 or the control device 80 may cause the display device 200 to display a predetermined message in order to inform the user of the waiting time until automatic driving to the waiting location begins. The predetermined message may be, for example, a countdown display showing the time until automatic driving begins, or an indicator display showing the time until automatic driving begins. The control device 80 may also use the voice generation unit 300 to emit a predetermined sound. The predetermined sound may be, for example, a countdown sound indicating the time until automatic driving begins.

[0087] With this configuration, users can move to a safe location away from the electric mobility device M while being aware of the time being notified. Furthermore, with this configuration, users can understand how much time they have available to retrieve their belongings after indicating their intention to end use. Users will also be aware that they have a grace period to cancel their intention to end use if they mistakenly enter it. These features contribute to the safe and comfortable use of the electric mobility device M.

[0088] In the above embodiment, for example, when determining the end of use or the return operation, or after determining the end of use or the return operation, if the usage sensor 49 detects the presence of an object such as luggage, the control device 80 uses the voice generation unit 300 to emit a predetermined sound. The predetermined sound indicates that an object such as luggage remains in the electric mobility M.

[0089] In the aforementioned operation, or in other operations, when the electric mobility vehicle M is performing a return operation in autonomous driving mode, if the seat sensor 53 detects that something has been placed on the seat unit S, or that something has been placed on it for a certain period of time, the control device 80 stops the electric mobility vehicle 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, it is conceivable that a third party might carelessly place luggage or other objects on the seat unit S while the electric mobility vehicle M is temporarily stopped during the return operation. If the electric mobility vehicle M stops moving in this case, unnecessary trouble can be prevented.

[0090] In the aforementioned operations, or other operations, when the electric mobility vehicle M is performing a return operation in autonomous mode, the electric mobility vehicle M may perform a notification operation to inform others that it is moving towards a waiting area in autonomous mode. As a notification operation, the control device 80 emits a sound from the voice generation unit 300 indicating that it is performing a return operation. As a notification operation, the control device 80 may also illuminate the light-emitting unit 400, warning light, etc., provided on the electric mobility vehicle M. In these cases, it becomes easier for people in the vicinity to notice that the electric mobility vehicle M is operating autonomously, which helps prevent unnecessary trouble.

[0091] In the aforementioned operation and other operations, the user may wear or carry the identification element ID from the time the user starts manually driving the electric mobility device M until it is determined that the use of the electric mobility device M has ended. Information about the identification element ID may be displayed in the timetable of the management data 102a. The identification element ID may be a card, bracelet, helmet, hat, ear microphone, etc., having an identifier. The card may be attachable to the user's clothing or worn around the user's neck. The identifier may be a beacon, RFID tag, GPS receiver, etc. In this embodiment, the identifier is a beacon, and the control device 80 stores a location determination program 82e that determines the location of the corresponding identification element ID. Location determination also includes detecting the distance between the corresponding identification element ID and the electric mobility device M. That is, the distance between the identification element ID and the electric mobility device M can also be said to be the location of the identification element ID relative to the electric mobility device M.

[0092] In this embodiment, multiple identification element IDs are provided at the reception counter 3, and each of the multiple identification element IDs is associated with multiple electric mobility devices M. For example, the user wears an identification element ID before getting on the electric mobility device M, or while getting on the electric mobility device M.

[0093] In one example, the control device 80 determines the position based on the signal strength from the identification element ID received by the transmitting / receiving unit 83. In another example, the control device 80 uses the signal strength from the identification element ID received by the transmitting / receiving unit 83 and the signal strength from the identification element ID received by other beacon receivers within the facility to determine the position of the identification element ID relative to the electric mobility M. If 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 determines the relative position between the measurement result and the position of the electric mobility M.

[0094] Alternatively, the server 100 may receive the position measurement result from the identification element ID of the GPS receiver or the like, and determine the position from the identification element ID for the electric mobility device M based on the measurement result and the electric mobility device M's own position. The self-position may be the self-position estimated by the control device 80.

[0095] For example, if the control device 80 determines that the identification element ID is more than a predetermined distance away from the electric mobility device M, the control device 80 stops the electric mobility device M. The same determination result from the server 100 may be transmitted to the control device 80, and the control device 80 may stop the electric mobility device M. In this case, the electric mobility device M will not move due to operation of the control unit 44, etc. This configuration is advantageous in ensuring user safety. It is also advantageous in preventing a third party from using the electric mobility device M without authorization while the user is away.

[0096] Furthermore, separation information indicating that the identification element ID is more than a predetermined distance away from the electric mobility device M is transmitted to the server 100, and the separation information is reflected in the management data 102a within the server 100. As a result, when the management data 102a is displayed on the display devices 103,5 in the form of the timetable shown in Figure 9, the person providing the service can recognize the electric mobility device M corresponding to the separation information. The separation information may also include information on the distance between the electric mobility device M and the identification element ID.

[0097] The service provider may, depending on the situation, use information about the location of the electric mobility device M, such as the self-position estimation result, to instruct the operator to move towards the location of the electric mobility device M in order to assist the user of the electric mobility device M corresponding to the separation information. As in the case of forced stopping, the server 100 may give the above instruction to the operator. In order to decide whether or not to give the above instruction, the service provider or the server 100 may take into consideration the location information of the electric mobility device M.

[0098] Furthermore, the control device 80 or the server 100 may use the result of determining the position of the identification element ID for the electric mobility device M to make a determination of the end of use or a determination of the return operation. In one example, after the user's intention to end use is received by the intention reception unit, a determination of the end of use or a decision to return is made using the result of determining the position of the identification element ID on the electric mobility device M. For example, after the user's intention to end use is received by the intention reception unit, if the position of the identification element ID on the electric mobility device M remains at a predetermined distance or more for a certain period of time, a determination of the end of use or a decision to return is made.

[0099] In step S4-5 or step S5-1, the user may not input their intention to terminate use into the intention reception unit. Alternatively, the intention reception unit may not be provided on the electric mobility device M. In these cases, when a predetermined waiting time has elapsed while the position of the identification element ID relative to the electric mobility device M is at least a predetermined distance away, the control device 80 or server 100 may make a determination to terminate use or to perform a return operation.

[0100] For example, a determination to end use or to perform a return action may be made when the departure time of the user's flight has passed, and a predetermined waiting period has elapsed while the location of the identification element ID for the electric mobility device M is more than a predetermined distance away. Furthermore, after the server 100 or control device 80 receives information indicating that the boarding pass has passed through the boarding gate, a determination of the end of use or a determination of return action may be made using the result of determining the position of the identification element ID for the electric mobility device M, as described above.

[0101] Furthermore, each boarding gate may be provided with an identification element input unit 500 that inputs that an identification element ID has been returned by the user (Figure 1). In one example, the identification element input unit 500 is a computer operated by airport staff or the like who receive the identification element ID from the user. In another example, it may be a device that has a box for the identification element ID, and when the identification element ID is placed in the box, it automatically inputs that the identification element ID has been returned. In yet another example, it may be a device that has an antenna that detects when the identification element ID has passed through a boarding gate, and when the identification element ID has passed through the corresponding boarding gate, it automatically inputs that the identification element ID has been returned.

[0102] In this case, the control device 80 or the server 100 can use the information received from the identification element input unit 500 to determine whether the service has ended or to perform a return operation. As mentioned above, using an identification element ID reduces the amount of information that needs to be received from the user in step S2-1, which simplifies the procedure for using the electric mobility device M and is also desirable from the standpoint of protecting the user's personal information. Furthermore, by having the user wear an identification element ID, it becomes easier for people around them to identify the user of the electric mobility device M. For example, if the user temporarily leaves the electric mobility device M to shop or go to the restroom, people around them can easily identify the user of the electric mobility device M.

[0103] Furthermore, the aforementioned service using electric mobility devices M may be provided in facilities other than passenger terminal T. For example, the service may be provided in facilities such as hospitals and train stations. In the aforementioned operation, multiple waiting areas may be provided. For example, waiting areas may be provided at locations corresponding to each gate. Alternatively, when a user has finished using the service, the electric mobility vehicle M may find a place where it can wait and use that place as its waiting area. Such waiting areas may include spaces next to walls.

[0104] In addition, in the above operation, the control device 80 of each electric mobility device M may receive the information that the server 100 receives. In this case, management data 102a may be stored in the storage device 82 of the control device 80. This management data 102a stores information such as the planned use, usage status, and vehicle information related to the electric mobility device M.

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

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

[0107] Furthermore, step S3-1 is performed by the display device 200. Step S3-2 is optional. Also, steps S3-3 to S3-8 are performed using the display device 200.

[0108] Next, steps S4-1 to S4-3 are performed, and instead of step S4-4, a usage termination signal is received by the control device 80. Then, the usage termination determination or the return operation determination is made by the control device 80. The control device 80 makes the usage termination determination or the return operation determination in the same way as when the server 100 does.

[0109] When a decision is made to end use or to return, the control device 80 automatically moves the electric mobility device M to a waiting location. When a decision is made to end use or to return, the device may find a place where it can wait and set that place as the waiting location.

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

[0111] For example, the control device 80 sets a target speed for the motor MT for each control cycle, such as 0.1 seconds, and stops the electric mobility vehicle M by decreasing the target speed for each control cycle by a predetermined value. In this case, in order to perform the emergency stop, the control device 80 increases the predetermined value or shortens the cycle. In other words, in the above case, the electric mobility vehicle M achieves a decrease in speed and a stop by controlling the rotational speed of the motor MT. Alternatively, if the electric mobility vehicle M is equipped with a physical brake, the emergency stop may be performed using that brake.

[0112] Furthermore, in the above embodiment, after the return operation determination and / or termination of use determination has been made as described above, if the control device 80 reduces the speed of the electric mobility M to a predetermined low speed by decreasing the rotational speed of each motor MT to avoid an object to be avoided, based on the automatic driving program 82c, the deceleration may be more rapid than when a user is using the electric mobility M (when a user is using it). Rapid deceleration means that the braking distance, braking time, etc. required to reach the predetermined low speed are shorter than when a user is using it. For example, in both cases, when the electric mobility M is traveling at a speed of 3.5 km / h, 4 km / h, etc., if at least one of the braking distance and braking time required to reach a low speed of 0.5 km / h from 3.5 km / h is 2 / 3 or less of that when a user is using it, it can be said to be rapid deceleration.

[0113] The above configuration allows electric mobility devices M to move to their designated waiting areas more quickly. This contributes to reducing user waiting times and is useful for providing stable services using multiple electric mobility devices within the facility. As described above, the sudden stop or sudden deceleration is permitted when the seating sensor 53 detects that a user is not seated. Therefore, situations such as a seated user becoming unstable due to the sudden stop or sudden deceleration do not occur. Also, as described above, the sudden stop or sudden deceleration is permitted when the usage sensor 49 does not detect any luggage on the luggage rack 42. Therefore, disadvantages to the user, such as luggage falling due to the sudden stop or sudden deceleration, do not occur. Furthermore, it is more preferable that the sudden stop or sudden deceleration is permitted when the seating sensor 53 detects that the user is not seated, and the usage sensor 49 does not detect any luggage on the luggage rack 42.

[0114] As mentioned above, a visual sensor such as the user sensor 49, in which the seat unit S is within its detection range, may be used as the seating sensor 53. Therefore, the camera 201 of the display device 200, in which the seat unit S is within its detection range, may be used as the seating sensor 53.

[0115] Furthermore, it is possible to shorten braking distance, braking time, etc., not only when avoiding an obstacle, but also when stopping or decelerating the electric mobility M at other times, compared to when used by a user.

[0116] For example, by adopting a configuration in which the control device 80 controls each motor MT based on input to a remote control device 600 (Figure 5) that communicates wirelessly with the control device 80, it is possible to shorten the braking distance, braking time, etc., when the electric mobility is stopped or decelerated based on the operation of the remote control device 600 by an operator (caregiver, etc.) compared to when the user is using it. The remote control device 600 is a tablet computer, a portable computer, etc. A portable computer is, for example, a mobile phone (smartphone) with predetermined application software installed, and the mobile phone functions as the remote control device 600. In these cases, for example, an input screen is displayed on the display device of the remote control device 600 in which the direction of travel and the speed of travel of the electric mobility M can be specified, and an example of the input screen is a diagram of a joystick. In this embodiment, a diagram of a controller such as a joystick is displayed on a mobile phone (smartphone) with predetermined application software installed, and the operator inputs the direction of travel and speed of travel of the electric mobility M by operating the displayed joystick, and the control device 80 controls each motor MT based on this input.

[0117] When this configuration is adopted, sudden stops or deceleration based on joystick operation may be permitted when the seating sensor 53 detects that the user is not seated, and / or when the usage sensor 49 does not detect any luggage on the luggage rack 42. This reduces the travel time of the electric mobility M to its destination when the user and luggage are not on the electric mobility M, contributing to a reduction in user waiting time, etc.

[0118] Furthermore, the remote control device 600 can switch between a state in which sudden stops or decelerations are permitted and a state in which they are not. In this case, based on the signal from the remote control device 600, the control mode of the control device 80 is switched between a permitted state in which sudden stops or decelerations are permitted and a non-permitted state in which they are not permitted. In this case, it is also possible to switch between the permitted state and the non-permitted state based on the signal from the remote control device 600, regardless of the detection results of the seating sensor 53 and the user sensor 49. By adopting these configurations, the travel time of the electric mobility device M to its destination can be further reduced, contributing to a reduction in user waiting times, etc.

[0119] Furthermore, in the above embodiment, after the return operation determination and / or termination of use determination has been made as described above, when the control device 80 causes the electric mobility M to perform the return operation in 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 is using the electric mobility M in automatic driving mode (user automatic driving). The minimum turning radius is the minimum turning radius allowed in the automatic driving mode for both cases. This configuration allows the electric mobility M to move to the waiting area more quickly. Note that when the electric mobility M rotates ideally on a plane, the turning radius will be 0 cm or close to 0 cm. Furthermore, after switching to the permissible state by input to the remote control device 600, it is also possible to set the minimum turning radius of the electric mobility device M to 2 / 3 or less of the minimum turning radius when the user is using the electric mobility device M in automatic driving mode (user-assisted automatic driving).

[0120] By changing the driving mode of the electric mobility vehicle M, such as allowing sudden stops, allowing sudden deceleration, and reducing the minimum turning radius of the electric mobility vehicle M in autonomous driving mode, the electric mobility vehicle M can move to the waiting area faster. Similar effects can be obtained by changing other driving modes. For example, similar to sudden stops and sudden deceleration, this could be done by allowing sudden acceleration of the electric mobility vehicle M or increasing the maximum speed of the electric mobility vehicle M. Sudden acceleration refers to shortening the distance, time, etc., required for the electric mobility vehicle M to reach a predetermined speed (e.g., 3.5 km / h) compared to when used by a user. For example, if at least one of the distance and time required to accelerate the electric mobility vehicle M from 0 km / h to 3.5 km / h is 2 / 3 or less of that when used by a user, it can be said to be sudden acceleration. [Explanation of Symbols]

[0121] 4 Computers 5 Display device 10 Front wheels 20 Rear wheel (wheel) 30 Mobility Unit 33 Seat support section 50 Seat part 42 Luggage racks 44 Control section 45. Setting section (intention reception section) 49. Sensors used 51 Cushions 52 Substructure 53. Seat sensor 54 Flexible member 55 Detection equipment 60 control units 80 Control device 81 processors 82 Storage device 82b Avoidance control program 82c Autonomous Driving Program 82d Package Presence / Absence Determination Program 82e Position determination program 100 servers 102 Storage device 102a Management Data 200 Display device (intention reception unit) 300 Voice generation unit 400 Light-emitting part 500 Identification element input section 600 Remote control devices M Electric Mobility S seat unit T Passenger Terminal

Claims

1. An electric mobility device operated and moved by a user within a facility, which is configured to automatically move to a waiting area when the user has finished using it. A sensor is provided to detect whether the user is in a user-use state, riding the electric mobility device. The control device of the electric mobility device determines the end of use based at least on the results of the detection by the sensor, and then starts a process to inform the user of the waiting time until the automated driving to the waiting location begins.

2. The electric mobility device according to claim 1, wherein the sensor is a seating sensor that detects whether the user is sitting in the seat of the electric mobility device.

3. A system in a facility equipped with a server storing information on electric mobility, The aforementioned electric mobility device is operated and moved by the user within the facility, and is configured to move to a waiting area by autonomous driving when the user has finished using it. A sensor is provided that can be used to determine when the aforementioned use has ended. The aforementioned sensor is a user sensor that detects the presence or absence of luggage in the luggage rack. A system within a facility in which the server or the control device of the electric mobility device stores for a predetermined period changes in the detection range of the usage sensor, which is continuously detected by the usage sensor, in order to know whether or not the luggage has fallen and / or been lost while the electric mobility device is in motion.

4. This electric mobility device is, Wheels and, A motor that drives the aforementioned wheels, The aforementioned sensor and, The motor is controlled by a control device, The control device controls the electric mobility in an automatic driving mode or a manual driving mode based on input to an operating unit provided on the electric mobility, when the user's use of the electric mobility is detected by the sensor. The electric mobility device according to claim 1 or 2, wherein the control device, when the motor is controlled by the automatic driving or input to a predetermined remote control device, performs at least one of the following actions that would not be performed in the user-utilized state: a sudden stop of the electric mobility device, a sudden deceleration of the electric mobility device, a sudden acceleration of the electric mobility device, a reduction in the minimum turning radius of the electric mobility device, and an increase in the maximum speed of the electric mobility device, based on the detection results of the sensor, when the use of the electric mobility device by the user has not been detected, the control device performs at least one of the following actions that would not be performed in the user-utilized state: a sudden stop of the electric mobility device, a sudden deceleration of the electric mobility device, a sudden acceleration of the electric mobility device, a reduction in the minimum turning radius of the electric mobility device, and an increase in the maximum speed of the electric mobility device.

5. The sensor is a luggage rack usage sensor, A server is provided which stores information on the electric mobility described in claim 1, The server or the control device of the electric mobility device is a system within a facility that stores the detection results detected by the usage sensor for a predetermined period of time.

6. The system in a facility according to claim 5, wherein the aforementioned sensor used is a visual sensor.

7. The system includes multiple electric mobility devices, and the server stores information on multiple electric mobility devices. The image captured by the visual sensor is transmitted to the server. The system in a facility according to claim 6, wherein the server causes the captured image to be displayed on a display device.

8. The electric mobility device according to claim 1, wherein the control device of the electric mobility device is configured to notify the user of the waiting time by a countdown display using a predetermined display device and / or by a countdown voice using a voice generation unit.

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