Operating system for small electric vehicles

Abstract

To provide an operation system for a small electric vehicle that is advantageous for lessening the burden of meeting up with a vehicle dispatched by unmanned self-driving at a pick-up location.SOLUTION: The operation system comprises a route generation part that generates, in response to a dispatch request from a user communication terminal connected through a communication system, a first travel route by unmanned driving from a current location of the vehicle to a pick-up location for a user associated with the user communication terminal and a second travel route by manned driving from the pick-up location for the user to a destination location. The operation system has a meeting support function that gives notice of arrival to the user communication terminal when the vehicle is driven by unmanned driving on the first travel route and arrives at the pick-up location for the user.SELECTED DRAWING: Figure 12

Description

Technical Field

[0001] The present invention relates to an operation system for a small electric vehicle capable of traveling on a sidewalk, the small electric vehicle having an automatic driving mode and a manual driving mode.

Background Art

[0002] Small electric vehicles (personal mobility) such as senior cars and electric wheelchairs are treated as pedestrians legally when they meet the regulations such as speed and vehicle body size, and they travel on pedestrian passages such as sidewalks and roadside strips instead of roadways. In such small electric vehicles, in addition to manual driving by the operation of the passenger, it has been considered to enable automatic driving that travels according to a preset route using sensor information, map information, and position information acquired by positioning means (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By having an automatic driving function in a small electric vehicle capable of traveling on a sidewalk, not only autonomous driving by manned automatic driving but also vehicle dispatching and return (recovery) by unmanned automatic driving become possible, and it is expected to be used for automatic shuttle services and the like. However, unlike general vehicles traveling on roadways with standardized road structures, in the case of small electric vehicles traveling on sidewalks, there are various problems in automating driving.

[0005] For example, in the case of regular vehicles, the road lanes are fixed regardless of whether they are autonomous or manually driven, so when providing an automated pick-up and drop-off service, the route should be planned so that the passenger's boarding and alighting positions are located on the road edge on the side of the driving lane (left lane). However, in the case of sidewalk-traveling vehicles such as electric wheelchairs, if they are manually driven, the passenger can choose to travel on the sidewalk adjacent to the left or right side of the road. Also, on roads without sidewalks, while it is recommended to travel on the right side of the road, there are no laws prohibiting this.

[0006] However, when providing an automated shuttle service using electric wheelchairs, the service provider is responsible for the operation of the wheelchairs and is required to comply with the following mobility restrictions (1) to (4). (1) On roads with sidewalks, use the sidewalk (going against the flow of traffic is not recommended). (2) On roads without sidewalks but with a shoulder, use the right-hand shoulder (no driving against traffic). (3) On roads without sidewalks or shoulders, travel on the right edge of the road (driving against traffic is prohibited, and U-turns to the left edge are not recommended). (4) When turning right or left at an intersection connecting to a narrow road, space and time are required for maneuvering (it is not recommended to make maneuvers on narrow roads that require so much time that it obstructs the flow of other traffic).

[0007] Furthermore, in the case of unmanned autonomous driving, it would be treated similarly to automated delivery robots that deliver and collect goods, and under the condition of remote monitoring, it would be treated as a vehicle that travels on sidewalks, similar to electric wheelchair robots. However, considering the impact on the movement of surrounding pedestrians, it is difficult to adopt practices such as driving against traffic on sidewalks, which are discouraged in manned operation, from the perspective of providing an automated pick-up and drop-off service.

[0008] Therefore, when dealing with navigation for autonomous wheelchairs, the following challenges must be addressed, and conventional route planning and navigation methods based on conventional vehicles or manually operated electric wheelchairs are insufficient to propose optimal mobility services. (a) Space must be considered for passing other pedestrians, etc. (b) Space must be considered for passing bicycles and other vehicles. (c) In order to pick up passengers waiting on the left side of the road, a detour or roundabout route is required, which will take place on both sides of the sidewalks adjacent to the left and right edges of the road. (d) When the destination is located on the left edge of the road, including transfers to buses or other vehicles (bus stops, taxi stands, etc.), a detour or roundabout route is required that goes around both sides of the sidewalk.

[0009] In particular, if routes are generated by directly applying the above (c) and (d), there is a concern that users may feel uneasy when they mistakenly believe that the autonomous wheelchair, which makes detours and loops around the travel section, is passing its target destination without stopping. It is also a concern that users (passengers) may unexpectedly disengage the autonomous driving system or unexpectedly disembark and abandon the electric wheelchair.

[0010] Therefore, consideration is being given to increasing the range of travel options and avoiding detours by using unmanned automated driving for dispatching, and by combining manned automated driving with manual driving by users to generate routes and change boarding locations. However, when suggesting a change in boarding location, there is a risk that it may cause psychological burden on users who are not familiar with the location. Also, if the location has poor visibility or is after sunset, it is expected that merging with the unmanned vehicle may be difficult.

[0011] The present invention has been made in view of the above points, and its purpose is to provide an operating system for small electric vehicles that is advantageous in reducing the burden of merging with vehicles dispatched by unmanned automatic driving at the boarding location. [Means for solving the problem]

[0012] To solve the above problems, the present invention provides A system for operating small electric vehicles, An operational server connected to a communication system and equipped with a map database, It consists of a small electric vehicle that can be used on sidewalks, can be connected to the operation server via the communication system, and has an automatic driving mode that runs according to a pre-set route and a manual driving mode that runs by the operation of the user. The operation server responds to the vehicle request of the user communication terminal connected via the communication system. The system includes a route generation unit that generates travel routes based on the aforementioned map database, The aforementioned travel path is It includes a first moving route by driverless driving from the current position of the vehicle to the boarding position of the user associated with the user communication terminal, and a second moving route by manned driving from the boarding position of the user to the destination position. Including, When the vehicle drives on the first moving route in driverless mode and arrives at the boarding position of the user, it has a confluence support function to notify the user communication terminal of the arrival completion. death, The aforementioned map database includes nodes set at traffic turning points, including intersections, bends, railway crossings, and entrances / exits, and links connecting adjacent traffic turning points, with links set for traffic sections, including sidewalks, pedestrian crossings, roadsides, and shoulders. Both forward and reverse links are set for sidewalks, while only forward links are set for roadsides and shoulders. The generation of the first and second travel paths by the path generation unit is such that, in the case of automated driving, the path is generated without including the reverse link on the sidewalk, while in the case of manual driving, the path is generated with the reverse link on the sidewalk. The route generation unit is configured to generate a candidate travel route that includes the change in the boarding location or destination location specified by the user, if the route length and travel time are shortened by changing the boarding location or destination location, and to present the candidate travel route and the estimated travel time in that case to the user communication terminal. and It is in the operation system of a small electric vehicle.

Effect of the Invention

[0013] As described above, the operation system of the small electric vehicle according to the present invention has a confluence support function that notifies the user communication terminal of the arrival completion when the vehicle arrives at the boarding position of the user after driving the first moving route (vehicle dispatching route) in driverless mode, which reduces the burden of confluence at the boarding position with the small electric vehicle dispatched by driverless automatic driving and is advantageous in providing an automatic pick-up and drop-off service.

Brief Description of the Drawings

[0014] [Figure 1] It is a block diagram showing the operation system of a small electric vehicle. [Figure 2] It is a block diagram showing the control system of a small electric vehicle. [Figure 3] It is a schematic diagram for explaining the basic concept of route search. [Figure 4]It is a flowchart showing the flow of route generation and movement plan presentation in an operation system for a small electric vehicle according to an embodiment of the present invention. [Figure 5] It is a flowchart showing the flow of vehicle allocation and route driving in an operation system for a small electric vehicle according to an embodiment of the present invention. [Figure 6] It is a map in which nodes and links are set for the passage classification of small electric vehicles. [Figure 7] It is a map with nodes added for the departure point, boarding point, and alighting point. [Figure 8] It is a map showing a base route generated on the premise of only automatic driving. [Figure 9] It is a map showing an alternative route including manual driving switching. [Figure 10] It is a map showing an alternative route including manual driving switching and a change in the boarding point. [Figure 11] It is a map showing an alternative route including changes considering infrastructure information. [Figure 12] It is a map near the boarding point where a small electric vehicle and a user are displayed.

Embodiments for Carrying Out the Invention

[0015] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

[0016] 1. Basic Configuration of the System In FIG. 1, an operation system for a small electric vehicle according to an embodiment of the present invention includes at least one small electric vehicle 20 (hereinafter, may be simply referred to as vehicle 20), an operation server 10 for managing and operating the vehicle 20, an operator 30 (operator interface), and at least one user 40 (user communication terminal 41; client). In the following description, for the sake of convenience, it will be described as if there is one of each, but in actual operation, a large number of small electric vehicles 20 (20') are registered in the operation server 10, and although the number is less than that, a plurality of operators 30 are simultaneously connected, and a plurality of user terminals 40 are simultaneously connected.

[0017] The operational server 10 comprises a communication system 11, a vehicle management unit 12, a user management unit 14, a planning unit 13, a map database 15, and an infrastructure linkage unit 16, and consists of hardware including at least one computer and software that runs on that computer.

[0018] The communication system 11 is implemented as a fixed communication terminal that is always connected to a communication network provided by a telecommunications carrier. Clients (user terminals 41) connect to the operation server 10 via the internet or mobile communication network to enable the use of services through data communication. The operation server 10 also connects to the communication terminal 21 of the vehicle 20 via the internet and mobile communication network to remotely manage and operate the system of the vehicle 20.

[0019] The vehicle management unit 12 is a database for the operation server 10 to manage the registered small electric vehicles 20 (20'). It individually stores a set of information such as vehicle ID, model information, affiliated station, status (waiting for full charge, preparing for dispatch, dispatching, autonomous driving, manual driving, returning, waiting for retrieval, retrieval, charging, etc.), battery level (SOC), battery health (SOH), user ID, suggested plan (travel route) information, and operation history, and is provided to enable the operation server 10 to efficiently manage and operate each vehicle 20 (20').

[0020] The user management unit 14 is a database for managing users (registered users; hereafter, unless otherwise specified, "user" refers to such registered users) who have connected to the operation server 10 and registered. It is provided to store sets of information such as user ID, authentication information, registered terminal information, reservation information, usage information, and usage history individually, and to enable efficient management and operation by the operation server 10.

[0021] The map database 15 (map system) has a layered structure consisting of display road map data that expands upon general road maps with data on pedestrian traffic lanes such as sidewalks, road shoulders, crosswalks, and entrances to parks and facilities; text data corresponding to names on the map; and route search map data corresponding to geometric route structures. The data in each layer is identified and associated by location information (longitude and latitude coordinates). The display road map data provides a map display on the display screen of the operation server 10, and the text data is overlaid on the map display according to the display magnification. The text data is also used for text searches.

[0022] The map data for route searching includes, for example, as shown in Figure 6, nodes (e.g., 60a, 61a, 60b, 61b, etc.) set at traffic turning points such as intersections (branching points to pedestrian crossings), bends, railway crossings, and facility locations (entrances and exits) where sidewalks and road shoulders designated as pedestrian traffic zones connect, and links (e.g., La, Lb, etc.) set for each type of travel permitted in the traffic zone that connects adjacent nodes. Each link is set as vector data in which the direction is uniquely determined at the starting and ending nodes. Therefore, for sidewalks where bidirectional movement is possible in both forward and reverse directions, such as during manual driving (e.g., 50a), two links (La, Lb) are set for forward and reverse directions. On the other hand, road shoulders (e.g., 50b) are basically set with only a forward-facing link (La).

[0023] For example, as shown in the enlarged view of the area near the corner of intersection 63 in Figure 6, node 63a at the corner of intersection 63 is connected to bidirectional links of sidewalks 51a and 52a attached to roads 51 and 52 respectively, and to links of pedestrian crossings 51c and 52c that cross roads 51 and 52 respectively. In Figure 6 and Figures 7 to 11 described later, each road is indicated by reference numerals 50 to 56, and each intersection is indicated by reference numerals 60 to 67.

[0024] Furthermore, each link is assigned a travel cost based on its path length, as well as secondary travel costs based on factors such as road gradient, width, and road condition. Each node is assigned a secondary travel cost (penalty score) based on its link connection angle and width (space), and route searching is performed based on these factors.

[0025] The planning unit 13 (route generation unit) is equipped with a search algorithm that searches for the optimal route from among a large number of travel routes connecting nodes, based on dynamically set nodes such as the departure point (boarding point) and destination (drop-off point) entered on the display screen of the operation server 10. It displays the route corresponding to the searched optimal route (and alternative routes), and also has the function of registering the confirmed route (travel plan) selected by the user 40 to the user management unit 14 and registering the confirmed route to the dispatched vehicle 20.

[0026] The infrastructure linkage unit 16 acquires external information distributed by external organizations via the communication system 11, such as road control information (traffic congestion, accidents, road closures, etc.), weather information (rainfall, snowfall, wind speed, etc.), and environmental information (smog, pollution, etc.). It retains and updates this external information for its validity period, making it available for the planning unit 13 to use for route searching.

[0027] In addition to its own input / output devices for configuration and operational management, the operation server 10 is equipped with a monitor 32 and a remote control unit 33 for an operator 30 who remotely monitors and remotely controls the small electric vehicle 20. These are installed, for example, as an operator interface at the operator 30's control desk, which also has a communication terminal 31 for the operator 30 to communicate with the communication terminal 21 of the target vehicle 20 and the communication terminal 41 of the user 40 via the communication system 11.

[0028] The monitor 32 can display various setting information from the operation server 10, registration information from the vehicle management unit 12 and user management unit 14, and external information acquired by the infrastructure linkage unit 16, in response to the operator 30's operations. Furthermore, the monitor 32 can display maps provided by the map database 15, routes generated by the planning unit 13, in particular confirmed routes (including dispatch routes and return routes described later) and navigation registered with the user management unit 14 and the dispatch target vehicle 20, as well as images (video) from the target vehicle 20's camera (external sensor 26). This allows the operator 30 to remotely control the target vehicle 20 using the remote control unit 33 while checking the forward video (and surrounding video) of the target vehicle 20 on the monitor 32.

[0029] User 40's communication terminal 41 can use a fixed terminal when renting or ordering a small electric vehicle 20, but when using the target vehicle 20, a portable mobile terminal is required for dispatch information and authentication of the target vehicle 20. The small electric vehicle 20 is also equipped with an in-vehicle speaker / microphone connected to the communication terminal 21 so that it can communicate with the operator 30 via voice call when manually driving, and authentication of the target vehicle 20 is possible by providing a passcode input device (such as a keypad).

[0030] 2. Basic configuration of a small electric vehicle The small electric vehicle 20 is configured as a personal mobility device (vehicle for use on sidewalks), such as a mobility scooter or electric wheelchair. The vehicle body is equipped with one seat and multiple wheels, including drive wheels, and includes a manual control unit 24 and a drive unit 27 for driving the drive wheels, allowing the user 40 (passenger) to manually operate the vehicle while seated.

[0031] The manual control unit 24 is preferably a joystick type that can be easily disabled during autonomous driving, but it can also be a steering wheel type. If a steering wheel type steering control unit is provided, it is necessary to have a steer-by-wire steering system, and it is preferable that the steering wheel itself be retractable or foldable or covered by a cowling so that it is difficult for other pedestrians or the like to grasp it.

[0032] The drive unit 27 can be configured as an electric wheelchair type, where the driven wheels are swivel wheels (all-directional wheels) and the left and right drive wheels are driven individually by left and right motors, allowing for forward and backward movement and left and right turns by controlling the left and right motors, or as a senior scooter type, where the left and right drive wheels are driven by a single motor and the driven wheels are steered by an electric power steering device. While not particularly limited, the former is well-suited to a joystick-type manual control unit, and the latter is well-suited to a steering wheel-type manual control unit.

[0033] In addition to a manual driving mode in which the vehicle is driven by user operation, the small electric vehicle 20 is equipped with a communication terminal 21 for mobile data communication connection via a communication system 11 to an operation server 10, a navigation device 22 for route guidance, a driving control unit 23 for controlling the drive unit 27 according to the route guidance, a positioning system 25, and an external sensor 26, as shown in Figure 2, in order to enable operation in an autonomous driving mode in which the vehicle is driven autonomously according to a pre-set route under remote monitoring.

[0034] The positioning system 25 preferably includes a GNSS receiver for receiving GNSS (Global Navigation Satellite System) signals and obtaining the absolute position of the vehicle through positioning calculations, a magnetic sensor for measuring the Earth's magnetic field and obtaining the vehicle's bearing, and an inertial sensor for detecting the vehicle's attitude, i.e., its three-dimensional tilt. These enable the vehicle's self-position estimation 28 and the navigation device 22's path guidance.

[0035] The external sensor 26 preferably includes a camera that captures images of the area in front of and around (behind and to the sides of) the vehicle, and a LiDAR (laser scanner) for recognizing the road structure and obstacles in front of the vehicle. By combining the detection information from these sensors, road environment recognition and obstacle recognition for autonomous driving are enabled.

[0036] For example, road markings such as white lines (district lines) and pedestrian crossings are recognized from the camera image, and the road structure of sidewalks and road shoulders is recognized from the LiDAR's 3D point cloud data. By combining this recognized information, the road and lateral position of the small electric vehicle 20 on the road are determined. In addition, traffic lights and road signs are recognized from the camera image and used for driving control. As already mentioned, the camera image (video) is transmitted to the operation server 10 via the communication terminal 21 and used for remote monitoring and remote operation by the operator 30.

[0037] The driving control unit 23 recognizes the vehicle's own road environment and driving state based on the self-position estimation 28 by the positioning system 25 described above, the route provided by the navigation device 22, and the obstacle / road environment recognition 29 based on detection information from the external sensors 26. At the same time, it predicts the movement of surrounding moving objects and controls the drive unit 27 to autonomously drive while slowing down or stopping to avoid interference if there is a possibility of interference. Furthermore, if an obstacle consisting of a non-moving object is detected on the road, it generates a local route to avoid the obstacle and performs steering avoidance.

[0038] 3. Route Search In the planning unit 13, when searching for a route, the following four reference points are set as dynamic nodes based on the input information of the user 40 connected to the operation server 10. (1) The boarding location specified by the user (2) The drop-off point (target point) specified by the user (3) Vehicle station (departure point) designated based on the boarding point (4) Vehicle station designated based on the disembarking point (if different from the departure point) If (1) and (2) above are not selected from existing nodes in the road map data, a node will be added to a link that passes through or is adjacent to the specified point.

[0039] As previously mentioned, each link is assigned a travel cost (L1) based on the path length and a secondary travel cost (L2) based on factors such as road gradient, width, and road condition. Each node is assigned a secondary travel cost (penalty score) based on width or space (N1) and link connection angle (N2). In pathfinding, the travel cost (L1) based on the path length (PL) becomes the primary cost of the pathfinding process, while the other travel costs (penalty scores) are secondary cost-compensation indicators that adjust the primary cost in an increasing direction. By combining known pathfinding methods (such as A-STER algorithm and Dijkstra's algorithm) with "primary cost (L1) adjustment using cost-compensation indicators (L2, N1, N2)" and searching for the optimal path that minimizes the total cost, more practical travel paths can be derived.

[0040] For example, in Figure 3, if we search for a travel path using the travel cost (L1) corresponding to the path length PL (travel distance) of each link, the sum of the path lengths of the paths passing through nodes N11 and N21 will be minimized, and the path passing through nodes N11 and N21 will be the optimal path.

[0041] However, if there are factors (L2) that indicate the actual load incurred during travel, in addition to the costs associated with the travel itself (L1; route length, travel time), these are incorporated into the link as cost-completion indicators to adjust the travel costs. In addition to the above, the cost-completion indicators (L2) may also include temporary costs (penalty scores) acquired by the infrastructure linkage unit 16, such as traffic congestion information and road maintenance information.

[0042] For example, if road maintenance information (Ld1) and congestion information (Ld2) exist for the two links shown by dashed lines in Figure 3, the travel costs for these links (PL=3, PL=2) are adjusted by the temporary travel costs (Ld1, Ld2), respectively. For example, if Ld1 is weighted 1.5 times and Ld2 is weighted 2 times, the route passing through nodes N12, N23, and N31 will have the lowest cost.

[0043] Furthermore, in addition to movement costs such as width or space (N1) and link connection angle (N2), nodes also incur movement costs when passing through intersections or pedestrian crossings, as they must recognize traffic signals, wait for signals as necessary, and pass through at the appropriate time. In the case of railway crossings, in addition to the cost of recognizing warning signals (warning sounds) and barriers, there are also link costs associated with crossing the railway tracks.

[0044] Furthermore, time-limited costs (penalty scores) acquired by the infrastructure linkage unit 16 can also be added to the nodes. For example, if node N21, shown by the dashed line in Figure 3, has intersection congestion information (Nd3), the travel costs (PL=2, PL=3) of each link connected to node N21 can be adjusted by the temporary travel cost (Nd3).

[0045] 4. Operational flow from vehicle dispatch request to plan confirmation Next, the flow of route generation and travel plan presentation in response to a user's vehicle dispatch request in the operating system according to the present invention will be explained with reference to the flowchart in Figure 4 and the maps in Figures 7 to 11.

[0046] First, a user 40 who wishes to use the small electric vehicle 20 (automated pick-up and drop-off service) connects to the operation server 10 and enters reservation information such as the desired date of use, desired pick-up time, desired pick-up location, and destination (desired drop-off location) (step 100).

[0047] Once user 40 has finished entering their information, the operation server 10 accesses the vehicle management unit 12 to check the status of vehicles 20 registered in the vehicle station 70 that include user 40's desired pick-up location within the service area, and selects a vehicle 20 that matches the status and driving range (charge amount) (step 110).

[0048] Simultaneously, the planning unit 13 first adds the selected vehicle station 70, the user 40's desired boarding point 71, and the destination point (desired alighting point) 72 as dynamic nodes 70n, 71n, and 72n to the route search map data, as shown in Figure 7. Along with this, dynamic links (shown by thick arrows in Figure 7) with these nodes 70n, 71n, and 72n as the starting or ending point are also added to the data.

[0049] Next, using the route search map data to which dynamic nodes (links) have been added as described above, the optimal route search is performed assuming that the vehicle travels autonomously from vehicle station 70 to the desired boarding point 71 (71n), then autonomously from the desired boarding point 71 (71n) to the destination point 72 (72n) by a human driver, and finally returns from the destination point (desired disembarking point) 72 (72n) to vehicle station 70 by autonomous driving (step 111).

[0050] Figure 8 shows the base route (5,6) generated assuming autonomous driving as described above, indicated by block arrows. This base route (5,6) includes a dispatch route (5a-5c) that travels unmanned and autonomously from the vehicle station 70 to the desired pick-up point 71, a user travel route (5d-5m) that travels with a human driver and autonomously from the desired pick-up point 71 to the destination point (desired drop-off point) 72, and a return route (6; 6a-6h) that travels unmanned and autonomously from the destination point (desired drop-off point) 72 back to the vehicle station 70.

[0051] Next, the planning unit 13 searches for the optimal route for the user's travel path (5d to 5m), taking into account the case where the user 40 is driving manually (step 112).

[0052] As mentioned above, the base route (5,6) assumes only autonomous driving, so reverse-direction links on each sidewalk are excluded from the search. However, since manual driving by user 40 is also possible in the user travel route (5d~5m), route searching including reverse-direction links on each sidewalk and switching from autonomous driving to manual driving may shorten the travel route and reduce travel costs.

[0053] For example, in the base route 5 shown in Figure 8, the vehicle crosses road 54 at intersection 66 and travels along the sidewalk (forward link 5k) next to road 55, crosses road 55 again at intersection 67 (link 5l), and travels along the sidewalk on the opposite side of road 55 (forward link 5m) to reach the entrance to destination 72 (node ​​72n).

[0054] However, considering the case of driving manually, as shown in Figure 9, which is an enlarged view of the main part of Figure 8, it is possible to switch to manual driving at point 66a after crossing road 54 at intersection 66, cross the pedestrian crossing (link 5p), and drive along the sidewalk on the opposite side of road 55 (reverse direction link 5q) to reach the entrance to destination 72 (node ​​72n).

[0055] If user 40 accepts manual driving and changes to this alternative route 5X (5p, 5q), the route can be shortened (travel time reduced). Also, since prioritizing the forward direction and driving along the base route (5k~5m) may lead to the misconception that the destination 72 is just ahead, it is preferable to inform the user in advance that the above-mentioned detour will occur when guiding them along the base route (5, 6) as the optimal route. This will prevent situations where users who did not select the alternative route 5X feel uncomfortable during the actual drive, unexpectedly disengage automatic driving, or get out of the vehicle.

[0056] Next, the optimal route search is performed by making minimal changes to the user 40's desired pick-up location 71 (71n), namely, changing it to one or two nodes (alternative nodes) in the unmanned driving section (dispatch route 5a~5c) adjacent to node 71n (step 113).

[0057] The desired boarding location 71 is specified by the user 40, but for this reason, it may not be the optimal location from the service provider's perspective (such as the location of the vehicle station 70 or traffic conditions), and the user 40 may specify it without a clear reason. Therefore, a slight change in the boarding location may result in cost reductions and route shortening (reduction in travel time) that outweigh the user 40's willingness to accept the additional travel costs.

[0058] For example, as shown in Figure 10, by searching for the optimal route using a node set at the corner of intersection 63 adjacent to user 40's desired boarding location 71(71n) as an alternative node 71n' (candidate alternative boarding location), an alternative route 5Y(5r) is generated that directly crosses intersection 63 (link 5r) from this location.

[0059] This alternative route 5Y requires user 40 to travel 7c over one link 5c, but user 40 accepting this cost has the advantage of reducing the cost of the detour and two road crossings in the base route 5, which involves traveling along the sidewalk (forward link 5d) of road 52 away from destination 72, crossing road 52 at intersection 64 (link 5e), traveling along the sidewalk on the opposite side of road 55 (forward link 5m), crossing road 51 at intersection 63 (link 5g), and crossing road 52 again (link 5h).

[0060] Needless to say, it is best to minimize any additional burden on user 40, but depending on the availability of ride routes adjacent to the desired pick-up location, it may be possible to shorten the route (reduce travel time) by further changing the pick-up location.

[0061] Therefore, the first alternative node 71n' described above is designated as the primary alternative node, and its travel cost is recorded as a provisional value. The secondary alternative node adjacent to the primary alternative node 71n' (the node adjacent to intersection 62) is then designated as a candidate alternative boarding point, and the optimal route is searched for. The travel cost in this case is then compared with the provisional value of the travel cost related to the primary alternative node to verify whether further cost reductions can be expected. It is preferable that these provisional values ​​include the user's travel cost related to changing the boarding point, so as not to place an excessive burden on the user. In addition, a threshold may be set for the travel distance to the alternative node, and the alternative process may be terminated when the threshold is exceeded.

[0062] For example, in the example shown in Figure 10, changing from the primary alternative node 71n' to the secondary alternative node (the node adjacent to intersection 62) would not result in significant cost savings, such as a reduction in road crossings, compared to the increased burden on the user. Alternatively, the primary alternative node 71n' would be determined due to the travel distance exceeding a threshold.

[0063] As described above, once the travel plans (base plan, alternative plan) to be presented to the user 40 have been provisionally determined by generating base routes 5 and 6 assuming only autonomous driving, generating alternative route 5X considering manual driving, and generating alternative route 5Y considering changes in the boarding point, the planning unit 13 refers to external information (infrastructure information) obtained via the infrastructure linkage unit 16 and verifies whether there are any obstacles such as traffic congestion or weather conditions in each provisionally defined route plan (step 114).

[0064] If infrastructure information to be considered exists in base route 5 (step 115; NO), base routes 5 and 6 are regenerated taking that infrastructure information into account. If infrastructure information to be considered exists only in alternative route 5X, only alternative route 5X is regenerated, and in some cases, a travel plan is presented without including the alternative route.

[0065] For example, Figure 11 shows a case where, on the day, user 40 requests a ride from near boarding point 71 using a mobile device as the user terminal 41 and generates a travel plan. In such a case, if a road closure 53X occurs on road 53 due to a traffic accident or the like, routes 5' and 6' are generated that bypass the road closure 53X using links 5s, 5t and links 6p, 6q, 6r, instead of the base routes 5 and 6.

[0066] If infrastructure information to be considered exists only in the base route 6 (return route), this will be addressed by comparing the travel cost of returning to vehicle station 70 via the regenerated return route 6' with the travel and recovery costs to other stations or recovery points. Return routes 6 and 6' are not presented to user 40, but are only displayed on the management screen of operator 30, etc.

[0067] Once the planning department 13 has determined the travel plans to be presented (base plan, alternative plan) after verification using infrastructure information (step 115; YES), it presents the travel plans (base plan, alternative plan) to the user 40 (step 117).

[0068] In other words, the following travel plans are presented to the user: (a) Autonomous driving only travel plan 1 (base route 5) (b) Travel plan 2 including switching to manual operation (alternative route 5X; switching point) (c) Travel plan 3 including a change in boarding location (alternative route 5Y; changed boarding location)

[0069] These travel plans are presented to the user by, for example, hiding the nodes, links, and return routes 6 and 6' from the management map (route search map) shown in Figure 10 or Figure 11, overlaying the travel route 5 and alternative routes 5X and 5Y onto the display road map data, and adding captions such as the estimated travel time (estimated arrival time) for each travel plan. Audio guidance may also be provided.

[0070] Once user 40 selects a travel plan (step 118; YES), the user travel plan is confirmed, and the order is finalized based on user 40's registration information (step 120).

[0071] On the other hand, if user 40 does not select any travel plan or cancels it, the procedure will be canceled (step 119).

[0072] 5. Operational flow from vehicle dispatch to route driving to self-driving return Next, assuming that user 40 has selected a travel plan that includes both alternative routes 5X and 5Y, vehicle dispatch and route execution will be explained with reference to the flowchart in Figure 5 and Figure 10.

[0073] Once the user's travel plan is finalized and the user 40's order is confirmed (step 120), the operation server 10 moves on to preparing the small electric vehicle 20 (hereinafter simply referred to as the target vehicle 20) selected for dispatch. First, the operation server 10 downloads the navigation data of the finalized travel plan, user authentication information, etc., to the navigation device 22 of the target vehicle 20 via the communication system 11 and the communication terminal 21 (step 121).

[0074] Once the download (information registration) to the target vehicle 20 is complete and it is ready for dispatch, it will wait at the vehicle station 70 until the departure time calculated backward from the scheduled boarding time on the day of use (step 122). In the case of an immediate dispatch request, the vehicle will depart from the vehicle station 70 toward the boarding point (71n') as soon as dispatch preparations are complete. In this case, the user 40 will be notified of the estimated arrival time as the scheduled boarding time. Although Figure 10 shows the three travel plans mentioned above, the communication terminal 41 of the user 40 (HMI device of the target vehicle 20) will not display any routes other than the confirmed travel plan.

[0075] Under the supervision of operator 30, the target vehicle 20 travels from vehicle station 70 to the pick-up point (71n') along the dispatch route (links 5a, 5b) using unmanned automatic driving (step 123). In the case of an immediate dispatch request, during this time, user 40 walks from the original desired pick-up point (71n) to the changed pick-up point (71n') (7c). In the illustrated example, the changed pick-up point (71n') is set at the corner of intersection 63, but since this location may be congested with other pedestrians, the target vehicle 20 stops a little before the changed pick-up point (71n') and notifies user 40's communication terminal 41 of the arrival of the target vehicle 20. This merging support function, including arrival notifications, will be described later.

[0076] Upon arriving at the change boarding point (71n'), the target vehicle 20 enters a state awaiting authentication by user 40, and its driving functions are locked until user 40 performs the authentication operation. Once user 40 completes authentication (unlocking), the target vehicle 20 enters a state awaiting departure, and after user 40 has completed boarding the target vehicle 20 (step 124), and user 40 performs a departure operation such as pressing the departure button on the HMI device or user communication terminal 41 of the target vehicle 20, the target vehicle 20 begins manned automated driving towards the destination point 72 (step 125).

[0077] Vehicle 20, immediately after starting, changes direction at intersection 63 to cross the pedestrian crossing (link 5r), confirms the green light and crosses road 51 via the pedestrian crossing (link 5r), travels along the sidewalk (link 5i) parallel to road 51, turns right at the corner of intersection 62 and travels along the shoulder of road 53 (link 5j).

[0078] Even when the vehicle is being driven by an operator, the driving status of the target vehicle 20 (driving / stopped, position, SOC, etc.) is monitored by the operation server 10 (operator 30) via the communication system 11 (21). The operation server 10 records the driving position and time of the target vehicle 20 in the vehicle management unit 12 (user management unit 14). The operator 30 can check the position and status of the target vehicle 20 using navigation information displayed on the monitor 32, such as the vehicle indicator on the map screen, and can also check the status of the target vehicle 20 and the user 40 using images from the camera (external sensor 26). As a result, in the event that the vehicle becomes inoperable or deviates significantly from the route while driving in the manual driving mode described later, the operator 30 communicates with the user 40 via the communication terminal 21 of the target vehicle 20 and the communication terminal 41 of the user 40, and remotely controls the target vehicle 20 using the remote control unit 33 while checking the forward video (and surrounding video) of the target vehicle 20 on the monitor 32 as needed.

[0079] If the travel plan includes switching to manual driving (step 126; YES, this embodiment applies), the HMI device (or user communication terminal 41) of the target vehicle 20 will notify the user 40 that it will soon arrive at the point where the vehicle switches to manual driving (intersection 66) at a predetermined timing, such as when the target vehicle 20 approaches the point where the vehicle switches to manual driving (intersection 66). Subsequently, the target vehicle 20 will stop after crossing intersection 66, the user 40 will be notified of the transition to manual driving mode, and the target vehicle 20 will enter a state waiting for operation by the user 40.

[0080] When user 40 performs a predetermined operation, such as operating the start button, the manual control unit 24 becomes operational, the navigation device 22 (or navigation via the user communication terminal 41) starts, and the system switches to user 40's manual driving mode (step 127).

[0081] When the target vehicle 20 is manually driven by user 40, crosses road 55 at the pedestrian crossing (link 5p) at intersection 66, turns right, and travels along the sidewalk (link 5q) parallel to road 55 to arrive at destination 72 (node ​​72n) (step 128; YES), the manual driving mode of the target vehicle 20 ends, and once user 40 has finished disembarking (step 129), the target vehicle 20 returns to vehicle station 70 by traveling along the return route (6; 6a~6h) in unmanned automatic driving mode (step 130).

[0082] Furthermore, if the user 40 requests autonomous driving from the operator 30 after being notified of approaching the point where the vehicle switches to manual driving (intersection 66), or when the transition to manual driving mode is announced, or after the vehicle has switched to manual driving mode, the vehicle can switch to autonomous driving remotely controlled by the operator 30. Alternatively, the option of such remotely controlled autonomous driving may be made available at the stage when the travel plan 2 is presented.

[0083] 6. Merging Assistance Function The operating system according to the present invention preferably has the following merging support functions so that the target vehicle 20 dispatched by unmanned automatic driving and the user 40 can smoothly merge at any boarding point (merging point, meeting place).

[0084] (1) The operation server 10 has a merging support function that, when the target vehicle 20 arrives at the boarding point, notifies the user 40's communication terminal 41 of the completion of the target vehicle 20's arrival via the communication system 11. For example, when the user 40 uses the target vehicle 20, the status of the target vehicle 20 is displayed on the navigation screen or user screen displayed on the communication terminal 41, and the user is notified by voice or buzzer, so that the user 40 can know of the arrival of the target vehicle 20 even when they are on the move and not looking at the screen of the communication terminal 41.

[0085] (2) The operation server 10 may also have a function to notify the user 40's communication terminal 41 via the communication system 11 that the target vehicle 20 is approaching the boarding point when it is within a predetermined distance of the boarding point. Similarly, the approach of the target vehicle 20 can be detected even when the user 40 is on the move and not looking at the screen of the communication terminal 41.

[0086] (3) The operation server 10 may also have a function to display the relative distance between the boarding position and the user 40's communication terminal 41, or a corresponding signal, on the user 40's communication terminal 41. For example, in addition to displaying the relative distance numerically, the operation server 10 may also change the intensity of light emitted from a light-emitting part such as a screen in stages (from weak light to bright light), change the color of the light-emitting part, or gradually shorten the period of intermittent signals such as flashing lights or buzzers according to the relative distance.

[0087] Instead of / or simultaneously with relative distance, a signal that changes according to the relative azimuth angle may be emitted. For example, a signal may be emitted when the orientation of the user's 40 communication terminal 41 matches the direction in which the target vehicle 20 is located, or the signal strength may increase as the orientation matches.

[0088] Furthermore, if user 40 (or their communication terminal 41) is within a predetermined distance of the target vehicle 20, the lights on the target vehicle 20, such as the turn signals, may be made to flash by user 40's operation on the communication terminal 41. For example, user 40's operation is input to the operation server 10 via the communication system 11, and the vehicle management unit 12 or user management unit 14 of the operation server 10 issues a command to flash the lights to the target vehicle 20, allowing user 40 to reliably understand that the target vehicle 20 is the vehicle they should board, even from a distance.

[0089] (4) The operation server 10 may also have a function to display camera images or surrounding images of the target vehicle 20 on the user 40's communication terminal 41 when the target vehicle 20 is traveling or stopped within a predetermined distance of the dispatch route at the boarding point. By displaying camera images or surrounding images of the target vehicle 20 on the communication terminal 41, the user 40 can visually confirm the surrounding scenery of the place where the target vehicle 20 is stopped, which helps in understanding the stopping position of the target vehicle 20.

[0090] (5) The operation server 10 may also have a function to display to the user 40's communication terminal 41, via the communication system 11, a map of the vicinity of the boarding location, the current location of the user's communication terminal 41 on the map, and the current location of the target vehicle 20. The current location of the user's communication terminal 41 is obtained using the location information acquisition function built into the communication terminal 41. For example, as shown in Figure 12, the indicator of the target vehicle 20 and the indicator of the user 40 (communication terminal 41) are displayed along with the initial desired boarding location (71n) and the changed boarding location (71n'), so that the approach and arrival of the target vehicle 20 can be grasped while confirming the location of the changed boarding location (71n').

[0091] Although embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various further modifications and changes are possible based on the technical concept of the present invention. [Explanation of Symbols]

[0092] 10 Operational Servers 11. Communication Systems 12. Vehicle Management Department 13 Planning Department 14 User Management Department 15 Map Database 16. Infrastructure Integration Department 20. Small electric vehicles (vehicles, target vehicles) 21 Communication terminals 22 Navigation System 23. Driving control unit 24 Manual operation section 25 Positioning Systems 26. External Sensors 27 Drive Unit 28 Self-location estimation 29 Obstacle / Track Environment Recognition 30 Operators 31 Communication terminals 32 monitors 33 Remote Control Unit 40 users 41 Communication terminals 50~56 road 60-67 Intersection 70 Vehicle Station 71 Desired boarding location 71n' Changed boarding location 72 Destination (Desired drop-off point)

Claims

1. A system for operating small electric vehicles, An operational server connected to a communication system and equipped with a map database, The system includes a small electric vehicle capable of traveling on sidewalks, which can connect to the operation server via the communication system, and which has an automatic driving mode that travels according to a pre-set route and a manual driving mode that is operated by the user. The aforementioned operating server includes a route generation unit that generates a travel route based on the map database in response to a vehicle dispatch request from a user communication terminal connected via the communication system. The aforementioned travel path includes a first travel path by unmanned travel from the current position of the vehicle to the user's boarding position associated with the user communication terminal, and a second travel path by manned travel from the user's boarding position to the destination position. The vehicle has a merging support function that notifies the user communication terminal of the completion of arrival when it travels autonomously along the first travel route and arrives at the user's boarding location. The aforementioned map database includes nodes set at traffic turning points, including intersections, bends, railway crossings, and entrances / exits, and links connecting adjacent traffic turning points, with links set for traffic sections, including sidewalks, pedestrian crossings, roadsides, and shoulders. Both forward and reverse links are set for sidewalks, while only forward links are set for roadsides and shoulders. The first and second travel paths generated by the path generation unit are generated in such a way that, for autonomous driving, the reverse link on the sidewalk is not included, while for manual driving, the reverse link on the sidewalk is included. The route generation unit is configured to generate a candidate travel route that includes the change in the boarding location or destination location specified by the user, if the route length and travel time are shortened by changing the boarding location or destination location, and to present the candidate travel route and its estimated travel time to the user communication terminal. Operating system for small electric vehicles.

2. The operating system for a small electric vehicle according to claim 1, wherein the merging support function includes a function that notifies the user communication terminal of the approach to the passenger position when the vehicle approaches the passenger position to a predetermined distance.

3. The operating system for a small electric vehicle according to claim 2, wherein the merging support function includes a function to display on the user communication terminal the relative distance between the boarding position and the user communication terminal or a signal corresponding thereto.

4. The operating system for a small electric vehicle according to claim 1, wherein the merging support function includes a function to display a camera image or surrounding image of the vehicle on the user communication terminal when the vehicle is traveling within a predetermined distance of at least the boarding position on the first travel path of the vehicle.

5. The operating system for a small electric vehicle according to claim 1, wherein the merging support function includes a function to display on the user communication terminal a map of the vicinity of the boarding position, the current position of the user communication terminal on the map, and the current position of the target vehicle.

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