Travel planning device and travel planning system

Abstract

The present disclosure relates to a driving planner, and the driving planner according to the present disclosure is a driving planner that changes a driving plan for a vehicle, and includes a driving plan change unit that changes the driving plan based on at least one of pedestrian flow information, which is information about pedestrian flow, popular spot information, which is information about popular spots, real estate information, which is information about real estate, facility-related information, which is information about facilities, road information, which is information about roads, and roadside unit installation information, which is information about installed roadside units, in an area where the vehicle travels, and a driving plan output unit that outputs the changed driving plan, and the pedestrian flow information includes information about pedestrian flow according to the number of users of commercial facilities or tourist spots.

Description

[Technical field]

[0001] The present disclosure relates to a driving planner, and more particularly to a driving planner capable of changing a driving plan. [Background technology]

[0002] In recent years, various technologies for automatically transporting people, such as self-driving buses, have been proposed. One of these is a method for automatically determining an operation plan for a self-driving vehicle. For example, Patent Document 1 discloses a method for changing the departure time of a self-driving vehicle based on the arrival time of a train. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2003-331379 A Summary of the Invention [Problem to be solved by the invention]

[0004] The method disclosed in Patent Document 1 makes it possible to change a driving plan depending on the train operation status, but it is not possible to change the driving plan depending on the conditions of the area in which the autonomous vehicle is operated.

[0005] The present disclosure has been made to solve the above problems, and aims to provide a driving planning device that is capable of changing a driving plan according to local conditions. [Means for solving the problem]

[0006] The travel planning device according to the present disclosure is a travel planning device that changes a travel plan of a vehicle, and is configured to calculate real estate information, which is information about real estate in an area where the vehicle travels. To The driving plan change unit changes the driving plan based on the change, and the driving plan output unit outputs the changed driving plan. Effect of the Invention

[0007] According to the driving planning device of the present disclosure, real estate information To Since the driving plan is changed based on the driving conditions, the driving plan can be changed according to the local conditions. [Brief description of the drawings]

[0008] [Figure 1] 1 is a functional block diagram showing a configuration of a driving planning device according to a first embodiment of the present disclosure. [Diagram 2] FIG. 2 is a diagram illustrating an example of a driving plan. [Diagram 3] FIG. 2 is a diagram illustrating an example of people flow information. [Figure 4] 13 is a diagram showing a travel plan and people flow information before the change. FIG. [Diagram 5] 13 is a diagram showing a changed travel plan together with people flow information. FIG. [Figure 6] 13 is a diagram showing a travel plan and people flow information before the change. FIG. [Figure 7] 13 is a diagram showing a changed travel plan together with people flow information. FIG. [Figure 8] FIG. 13 is a diagram illustrating a driving plan before a change and roadside unit installation information. [Figure 9] FIG. 13 is a diagram showing a changed driving plan together with roadside unit installation information. [Figure 10] FIG. 11 is a functional block diagram showing a configuration of a driving planning system according to a second embodiment of the present disclosure. [Figure 11] FIG. 11 is a functional block diagram showing a configuration of a driving planning system according to a modified example of the second embodiment of the present disclosure. [Figure 12] FIG. 13 is a diagram showing an example of a roadside unit installation plan by a roadside unit installation planning device in a travel planning system according to a modification of the second embodiment of the present disclosure. [Figure 13] FIG. 13 is a diagram showing an example of a roadside unit installation plan by a roadside unit installation planning device in a travel planning system according to a modification of the second embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] <Embodiment 1> <Device configuration> 1 is a functional block diagram showing a configuration of a driving planner 200 according to a first embodiment of the present disclosure. The driving planner 200 is a device that changes a driving plan used by an autonomous driving bus, for example, according to the conditions of the area where the bus operates.

[0010] As shown in FIG. 1, the driving planning device 200 is connected to a people flow information acquisition unit 110, a popular spot information acquisition unit 120, a real estate information acquisition unit 130, a facility-related information acquisition unit 140, a road information acquisition unit 150, and a roadside device installation information acquisition unit 160, which are externally provided input devices.

[0011] The people flow information acquisition unit 110 is an input device that acquires people flow information, which is information about the flow of people according to the number of users of a commercial facility or a tourist spot. The people flow information includes, for example, the number of users calculated from images of a surveillance camera installed in the commercial facility or the tourist spot, or the number of users calculated from the location information of a mobile phone.

[0012] For example, the number of users can be calculated from images from a security camera by recognizing people entering through an entrance to a commercial facility or tourist spot using image processing from images from a security camera installed at the entrance. For example, the number of users can be calculated from mobile phone location information by partnering with a mobile phone company, obtaining mobile phone location information from the mobile phone company, and matching the location information with map information.

[0013] The popular spot information acquisition unit 120 is an input device that acquires popular spot information, which is information about popular spots. The popular spot information includes, for example, the number of times a word related to the spot was searched on the Internet, the number of times a word related to the spot was posted on the Internet, and word-of-mouth information about the spot.

[0014] The driving plan can be changed based on information about popular spots, so that the driving plan can be changed to pass through spots that have many reviews, for example.

[0015] Here, word of mouth refers to information that is disseminated by consumers who have used a product or service, using websites, bulletin boards, and the like on the network.

[0016] For example, natural language processing is performed to recognize words in a social networking service (SNS) using a known search algorithm for natural language text, and the number of times the word appears is obtained as popular spot information.

[0017] The word-of-mouth information of a spot can be obtained from the URL (Uniform Resource Locator) related to that spot. For example, it can be obtained from the rating score on a gourmet website. It is also possible to obtain word-of-mouth information by obtaining the equivalent of "customer feedback" from the homepage of a travel agency, etc., and detecting words from the content of the reviews using the above-mentioned natural language processing.

[0018] The real estate information acquisition unit 130 is an input device that acquires real estate information, which is information related to real estate. The real estate information includes, for example, real estate buying and selling information, real estate registration information, tenant information, and tenant recruitment status. The real estate information can be acquired from a real estate company in a region where the above-mentioned autonomous driving bus is operated, by partnering with the real estate company. Generally, a real estate company forms a network with other real estate companies in the region to share real estate information, and the real estate information can be acquired by connecting the real estate information acquisition unit 130 to the network.

[0019] Driving plans can be modified based on real estate information, so that if a medical facility becomes a tenant, for example, the driving plan can be altered to pass through the facility.

[0020] The facility-related information acquisition unit 140 is an input device that acquires facility-related information, which is information related to a facility. The facility-related information includes, for example, construction plan information for a commercial facility, demolition plan information for a commercial facility, maintenance information for a commercial facility, and renovation information for a commercial facility, and can acquire the facility-related information from the latest information on the commercial facility by accessing the website of the commercial facility.

[0021] The driving plan can be changed based on facility-related information, so that, for example, if a facility is demolished, the driving plan can be changed so as not to pass through the facility.

[0022] The road information acquisition unit 150 is an input device that acquires road information, which is information related to roads. The road information includes, for example, information on past congestion, the difficulty of driving, and the difficulty of installing bus stops.

[0023] Since the driving plan can be changed based on road information, the driving plan can be changed to ensure smooth operation of the target vehicle, for example by excluding areas prone to congestion from the driving route.

[0024] Past congestion information is information about past congestion, and includes, for example, the probability of congestion occurring, the time and period when the congestion occurs, the location where the congestion occurs, the length of the congestion, etc., and can be obtained from the Japan Road Traffic Information Center (JARTIC) and NAVITIME (registered trademark), etc.

[0025] Driving difficulty is information about the ease of driving a vehicle, and includes, for example, the narrowness of the road, the number of blind spots, the number of lane changes required, the time it takes to change lanes, the number of crosswalks, the number of pedestrians crossing, the number of one-way streets, etc. Driving difficulty can be determined by obtaining map information from, for example, the Geospatial Information Authority of Japan website and recognizing the roads, and the difficulty can be determined by recognizing the road width, sidewalks, sharp curves, etc. from the map information.

[0026] The difficulty of establishing a bus stop is information about the ease of establishing a bus stop, and includes, for example, the width of the road, the presence or absence of a sidewalk, etc. The difficulty of establishing a bus stop can also be determined by obtaining map information from, for example, the Geospatial Information Authority of Japan website and recognizing the road.

[0027] When road information includes information about the three-dimensional shapes of static targets on the road, the static targets refer to targets that do not move, such as buildings and roadside trees. The three-dimensional shapes can be represented by a three-dimensional point cloud, or by voxels, etc.

[0028] The roadside unit installation information acquiring unit 160 is an input device that acquires roadside unit installation information, which is information related to an installed roadside unit. The roadside unit installation information includes, for example, the type of roadside unit and its installation position and orientation, and can be acquired from a roadside unit installation plan or information on the roadside unit installation record when the roadside unit is installed. The roadside unit installation information acquiring unit 160 can acquire the roadside unit installation information by connecting it to a database that stores this information.

[0029] Since the driving plan can be changed based on the roadside unit installation information, for example, the driving plan can be changed so as not to pass through a route where a roadside unit that is not effective for the safe driving of the target vehicle is installed.

[0030] 1, the trip planning device 200 includes a trip plan acquisition unit 210, a trip plan modification unit 220, and a trip plan output unit 230, and can acquire, modify, and output a trip plan. The trip planning device 200 is installed, for example, in a traffic management server of an operator that manages the operation of autonomous buses.

[0031] <Driving plan acquisition unit> The driving plan acquisition unit 210 includes an input interface for acquiring the current driving plan of the target vehicle. The driving plan includes one of the driving route, stop positions, departure time, arrival time, and number of services, and if the target vehicle is an autonomous driving bus, it can be acquired from an operation plan created in advance by the operator.

[0032] In addition, if the target vehicle is a manually driven taxi or a personal car, the information can be acquired from the navigation information of the target vehicle, etc. In the case of manually driven driving, the driving route that the driver has set in advance in the navigation device before driving can be acquired as a driving plan.

[0033] The driving route, stop locations, departure time, arrival time, and number of trips can be changed, so for example, if a commercial facility opens on a road that was not passed through when the driving route was set, the driving plan can be modified to include it in the driving route.

[0034] <Travel plan change section> The travel plan change unit 220 changes the travel plan based on at least one of people flow information, popular spot information, real estate information, facility-related information, road information, and roadside unit installation information. That is, people flow information and popular spot information change from moment to moment, and the travel plan is changed at a predetermined frequency, for example, once a month, or the difference from the previous time is checked at a predetermined frequency, and the travel plan is changed if the difference is large. On the other hand, real estate information and facility-related information change less frequently, so the travel plan is changed when the information changes.

[0035] When changing a travel plan based on people flow information, for example, the travel plan is changed so as to pass through locations with a large number of people.

[0036] When changing a driving plan based on popular spot information, for example, a facility with a high rating from word-of-mouth reviews is determined to be a popular spot, and the driving plan is changed to pass through that spot.

[0037] When changing a travel plan based on real estate information, for example, if tenant information indicates that a building houses medical-related tenants, it is determined that there is high demand for the target vehicle, and the travel plan is changed to pass through that building.

[0038] When changing a travel plan based on facility-related information, for example, if a facility is newly constructed or renovated, it is determined that there will be an increased demand for the target vehicle, and the travel plan is changed so that the vehicle passes through the facility.

[0039] When changing a travel plan based on road information, for example, the travel plan is changed so as not to pass through areas where congestion occurs frequently.

[0040] When changing a driving plan based on roadside unit installation information, the driving plan is changed so as to give priority to the selection of roads with many roadside sensors and few blind spots, for example.

[0041] A change to a driving plan can change just one element of the driving plan, or multiple elements. For example, if the target vehicle is an autonomous bus, and the location with the highest pedestrian flow is close to the existing driving route, the driving route is not changed and only a stop location is added. If the location is far from the existing driving route, the driving route is changed and a stop location is added. If the amount of pedestrian flow changes over time, the number of buses is increased only during times when the amount of pedestrian flow is high. The departure and arrival times of the driving plan can also be changed to match the opening and closing times of facilities and the departure and arrival times of other transportation services.

[0042] The travel plan can be changed based on a combination of multiple pieces of information. For example, when changing the travel plan based on pedestrian flow information and road information, the travel plan can be changed by prioritizing the pedestrian flow information. In other words, the travel plan is changed to pass through locations where congestion occurs frequently but where there is a lot of pedestrian flow.

[0043] If the target vehicle is an autonomous bus, the driving route can be planned by an optimization method, for example, so that the route passes through stops and the driving distance is short. In this case, an evaluation function can be set so that roads with high traffic congestion or many blind spots are avoided. Note that the driving route can be planned by known methods other than optimization.

[0044] The optimization method is based on Dijkstra's algorithm, which is a search algorithm used in car navigation system route search, and A-star (A * ) algorithm can be used. Also, a method for solving the Traveling Salesman Problem (TSP) can be used.

[0045] Methods other than optimization include rule-based methods. For example, a method can be considered in which the basic driving route or the change rules for adding or deleting each point, i.e., where the basic driving route branches and where it rejoins, are predefined, and the driving route is determined by condition judgment. More specifically, a method can be considered in which a route to be used for traveling from town A to town B is predefined, and when it becomes necessary to travel from town A to town B, that route is applied.

[0046] The driving plan change unit 220 can be configured using a computer, and is realized by the computer executing a program. That is, the driving plan change unit 220 is realized, for example, by a processing circuit. A processor such as a CPU (Central Processing Unit) or a DSP (Digital Signal Processor) is applied to the processing circuit, and the functions of each unit are realized by executing a program stored in a storage device.

[0047] In addition, dedicated hardware may be applied to the processing circuit. When the processing circuit is dedicated hardware, the processing circuit may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination of these.

[0048] The functions of the driving plan change unit 220 may be realized by individual processing circuits, or the functions may be realized collectively by one processing circuit.

[0049] <Drive plan output section> The driving plan output unit 230 includes an output interface that outputs the driving plan changed by the driving plan change unit 220 to the outside. The output destination is the autonomous driving operation manager or a driving management device. The output to the driving manager is notified by a pop-up display on the display used by the driving manager for driving management, or by email, etc. Outputting to the driving manager makes it possible to semi-automate the maintenance of the driving plan. Also, outputting to the driving management device makes it possible to automate the maintenance of the driving plan.

[0050] <Changes to driving plans using the driving planner> Hereinafter, changes to a driving plan made by the driving planner device will be described with reference to Figures 2 to 9. Figure 2 is a diagram that illustrates an example of a driving plan.

[0051] As shown in Fig. 2, the driving plan includes information on the driving route DR indicated by the arrows in the figure and the stop positions SP indicated by the squares in the figure. If the moving body for which the driving plan is to be changed is an autonomous bus, it can also include other information such as departure time, arrival time, and number of trips. The driving plan shown in Fig. 2 is a plan to travel around the four stop positions SP in a clockwise direction.

[0052] <Changes in driving plans based on pedestrian flow information> Fig. 3 is a diagram showing a schematic example of people flow information. The people flow information includes information on the locations of commercial facilities and tourist spots and the number of users. In Fig. 3, the people flow information PF is shown as circles, with the location of the circles indicating the locations of commercial facilities and tourist spots, and the size of the circles indicating the number of users, with a larger circle indicating a larger number of users. In addition, the shade of hatching on the circles can also be used to indicate whether they are commercial facilities or tourist spots.

[0053] The number of users is the number of users per unit of time, and the unit of time can be set to one day, one week, one month, etc.

[0054] FIG. 3 shows an example in which people are concentrating at stopping positions SP1, SP3, and SP4.

[0055] 4 and 5 are diagrams showing an example of changing a driving plan based on people flow information. Fig. 4 shows a driving plan before the change together with people flow information, and Fig. 5 shows a driving plan after the change together with people flow information.

[0056] In Fig. 4, there is a place where people flow occurs between stop position SP1 and stop position SP2, but since there is no stop position nearby, the driving plan is for the bus to pass through. When the people flow information acquired when changing the driving plan is as shown in Fig. 4, the driving plan change unit 220 changes the driving plan to add a stop position to correspond to this people flow information. That is, as shown in Fig. 5, stop position SP5 is added near the position where people flow occurs between stop position SP1 and stop position SP2. This increases the convenience of the autonomous driving bus.

[0057] The travel plan change unit 220 judges whether to add a stop position, for example, when the number of users is equal to or greater than a predetermined number and there is no stop position within a predetermined range from the position of the people flow, and judges to add a stop position. As shown in Fig. 5, when the position of the people flow is within a predetermined range from the existing travel route DR, the travel route is not changed, and a stop position SP5 is added to the existing travel route DR. In addition, the number of users used as the judgment criterion can be the total number of users when multiple commercial facilities and tourist spots are nearby, rather than the number of users at a single commercial facility and tourist spot.

[0058] 6 and 7 are diagrams showing an example of changing a driving plan based on people flow information. Fig. 6 shows a driving plan before the change together with people flow information, and Fig. 7 shows a driving plan after the change together with people flow information.

[0059] In FIG. 6, there is no pedestrian flow near stop position SP2, but there is a place where pedestrian flow occurs midway between stop positions SP1 and SP3, but the existing driving route DR is a driving plan that does not pass through that place and passes through stop position SP2. When the pedestrian flow information acquired when changing the driving plan is as shown in FIG. 6, the driving plan change unit 220 changes the driving plan to delete a stop position, add a stop position, and change the driving route to correspond to this pedestrian flow information. That is, as shown in FIG. 7, stop position SP5 is added between stop positions SP1 and SP3, and stop position SP2 is deleted. Furthermore, the driving route from stop position SP1 to stop position SP2 to stop position SP3 is deleted, and the driving route DR is changed so that the driving route from stop position SP1 to stop position SP5 to stop position SP3 is reached. This increases the convenience of the autonomous bus.

[0060] The travel plan change unit 220 judges whether to delete a stop location, for example, when the total number of users within a predetermined range from the stop location is equal to or less than a predetermined number, it judges to delete the stop location.

[0061] The travel plan change unit 220 judges whether to add a stop position, for example, when the number of users is equal to or greater than a predetermined number and there is no stop position within a predetermined range from the position of the people flow, and judges to add a stop position.

[0062] Also, as shown in Fig. 6, when the position of the pedestrian flow is outside a predetermined range from the existing travel route DR, the travel route DR is changed to include the added stop position SP5. The position to add the stop position is determined based on the difficulty of installing a bus stop, etc. The travel route is changed to shorten the travel route or based on the travel difficulty.

[0063] <Changes in driving plans based on roadside unit installation information> Figures 8 and 9 are diagrams showing an example of changing a driving plan based on roadside unit installation information. Figure 8 shows both the driving plan before the change and the roadside unit installation information, and Figure 9 shows both the driving plan after the change and the roadside unit installation information.

[0064] In Fig. 8, the driving route DR is a route that goes from the stopping position SP1 to the stopping position SP2 via the intersections IS1 and IS3, and does not pass through the intersection IS2 where a new roadside unit RE has been added. When the roadside unit installation information acquired when changing the driving plan is information that a new roadside unit RE has been added to the intersection IS2 as shown in Fig. 8, the driving plan change unit 220 estimates the detection range SR of the roadside unit RE based on the type, installation position, and installation attitude of the added roadside unit RE and information on the three-dimensional shape of static objects on the road included in the road information. Then, the driving plan change unit 220 compares the risk of turning left at the intersections IS1 and IS3 with the risk of going straight at the intersection IS1, turning left at the intersection IS2, and going straight at the intersection IS3, and if it determines that the latter risk is smaller, it changes the driving route to pass through the intersection IS2. That is, as shown in Fig. 9, the driving route DR in Fig. 8 is deleted, and the driving route DR is changed to one that goes straight from the stop position SP1 through the intersection IS1, turns left at the intersection IS2, goes straight through the intersection IS3, and reaches the stop position SP2. As a result, although the driving distance becomes longer, the number of left turns at intersections is reduced, and safety is improved.

[0065] As an example of risk determination in the driving plan change unit 220, there is a method using the following determination indexes (a) to (d).

[0066] (a) Road width recognized from map information (b) How much of the intersection is covered by the detection range of the roadside unit? (c) Intersection angle (d) Presence and type of traffic lights The indicators (a) to (d) are each converted into a numerical value, weighted, and added together to determine the risk. The smaller the indicator (b), the greater the risk, so the inverse is multiplied by a weighting coefficient. The indicator (d) is a discrete value, such as high risk when there is no traffic light, low risk when there is a dedicated traffic light for right and left turns, etc.

[0067] In addition, when deciding whether to change the route, the distance traveled can also be taken into consideration, and a decision can be made by weighting whether risk or distance traveled is more important.

[0068] <Embodiment 2> <Device configuration> 10 is a functional block diagram showing a configuration of a driving plan system 1000 according to a second embodiment of the present disclosure. As shown in FIG. 10, the driving plan system 1000 is a system including a driving planner 200 and an operation management device 300 that transmits and receives information between the driving planner 200 and the driving planner 200.

[0069] The traffic management device 300 is a device that manages vehicle traffic, and is installed in, for example, a traffic management server, but can be installed in a server different from the driving planner device 200.

[0070] When the moving body for which the trip plan is changed in the trip planner 200 is a bus, the trip management device 300 gives operation instructions to the autonomously driving bus, grasps and manages the operation status.

[0071] The operation management device 300 can decide whether to adopt the changed trip plan in the trip planning device 200, and outputs the result of adoption to the trip planning device 200 and, if it is rejected, the reason for rejection to the trip planning device 200. If the trip plan is changed by setting an evaluation function using an optimization method, the reason for rejection may be "rejected from the perspective of risk." In addition to risk, the reason for rejection may also be cost or profitability.

[0072] When a driving plan is rejected by the traffic management device 300, the driving plan change unit 220 of the driving plan device 200 can change the planning policy so that the plan is less likely to be rejected. For example, when a driving plan is changed by an optimization method based on people flow information and road information, and the driving plan is changed to pass through a location with a high pedestrian flow even though the frequency of traffic congestion is high, if the plan is rejected due to the frequency of traffic congestion, the weight or constraint is adjusted to create a driving plan with a low frequency of traffic congestion, and the driving plan is created again. This improves the probability of adopting the driving plan.

[0073] Even if the operations manager decides whether or not to adopt the plan instead of the operations management device 300, the plan policy can be changed based on the operations manager's reason for rejection.

[0074] If a commercial facility opens on a road that was not passed through when the driving route was set, the system can suggest to the operations manager that it be included in the driving route. Conversely, if a commercial facility closes down and there is no longer a need to pass through that road, the system can suggest to the operations manager that it be removed from the driving route. In this way, driving plans can be changed according to local conditions.

[0075] The operation management device outputs to the driving planning device the reason why the driving plan after the change was rejected by the driving planning device, so that the probability of the driving plan being adopted can be increased by changing the planning policy so that the driving plan is less likely to be rejected.

[0076] The driving planning system 1000 is provided as a bus company's system if the vehicle to be managed by the traffic management device 300 is a bus, as a taxi company's system if the vehicle to be managed is a taxi, or as a logistics company's system if the vehicle to be managed is a logistics vehicle, but users of the system are not limited to those mentioned above.

[0077] In addition, the vehicle managed by the operation management device 300 is not limited to an autonomous vehicle, but may be a manually driven vehicle. In the case of manual driving, after the driving planner 200 changes the driving route that the driver set in advance in the navigation device before driving, if the operation management device 300 determines that the changed route may be adopted, the driving planner 200 presents the changed route to the driver via the display of the navigation device.

[0078] In addition, a driving plan that tours the main tourist spots can be set up for car sharing vehicles in tourist areas and the plan can be presented to the driver.

[0079] The traffic management device 300 can be configured using a computer, and is realized by the computer executing a program. That is, the traffic management device 300 is realized, for example, by a processing circuit. A processor such as a CPU or DSP is applied to the processing circuit, and the functions of each part are realized by executing a program stored in a storage device.

[0080] In addition, dedicated hardware may be applied to the processing circuit. When the processing circuit is dedicated hardware, the processing circuit may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination of these.

[0081] The functions of the traffic management device 300 may be realized by individual processing circuits, or the functions may be realized collectively by a single processing circuit.

[0082] <Modification> <Device configuration> 11 is a functional block diagram showing a configuration of a driving planning system 1000A according to a modified example of the second embodiment of the present disclosure. As shown in FIG. 11, the driving planning system 1000A is a system including a driving planner 200, a traffic management device 300, and a roadside unit installation planning device 400.

[0083] The roadside unit installation planning device 400 receives information from the driving planner 200 and also transmits and receives information to and from the traffic management device 300 .

[0084] As shown in FIG. 11 , the roadside device installation planning device 400 includes a roadside device installation planning unit 410 and an installation plan output unit 420. The roadside device installation planning unit 410 creates a roadside device installation plan and outputs the created installation plan from the installation plan output unit 420. The roadside device installation planning device 400 is mounted on, for example, the traffic management server; however, it can be mounted on a server different from the driving planner 200 and the traffic management device 300.

[0085] <Roadside Unit Installation Planning Division> The roadside unit installation planning unit 410 acquires road information and roadside unit installation information from the driving planner 200, and the changed driving plan output from the driving plan output unit 230, and creates a roadside unit installation plan based on these.

[0086] One method for creating an installation plan is to estimate the detection range of existing roadside units from the three-dimensional shape of static targets and the type, installation position and installation attitude of existing roadside units, and if it is determined that there is a blind spot on the driving route, to plan for adding roadside units to eliminate the blind spot.

[0087] In this case, the environmental resistance of each sensor can be considered and a plan can be made to be robust to the environment. For example, if a LiDAR (Light Detection And Ranging) is already installed as a roadside device, a plan can be made to additionally install a millimeter wave radar that is resistant to rain.

[0088] The roadside unit installation planning unit 410 can take into account the price of the sensors and plan the cost to be low.

[0089] When a driving plan is changed, a new roadside unit may be required. Therefore, by proposing to the operations manager a roadside unit installation plan that corresponds to the change in the driving plan, it becomes easier for the operations manager to change the driving plan.

[0090] Roadside unit installation plans can be simulated using a digital twin, which represents what actually exists in the physical space in a virtual space. In addition, roadside unit installation plans can be made even if the driving plan has not been changed.

[0091] <Installation plan output section> The installation plan output unit 420 outputs the roadside unit installation plan drawn up by the roadside unit installation planning unit 410. The output destination is the traffic management device 300, but it can also be output to an autonomous driving operations manager.

[0092] By outputting the information to the traffic management device 300, the installation of the roadside unit can be automated. The information is output to the traffic manager by a pop-up display on the display used by the traffic manager for traffic management, or by email, etc. By outputting the information to the traffic manager, the installation of the roadside unit can be semi-automated.

[0093] When the output destination of the driving plan output unit 230 of the driving planner 200 and the installation plan output unit 420 of the roadside device installation planning device 400 is the traffic management device 300, the traffic management device 300 can decide whether to adopt a change to the driving plan by the driving planner 200 and whether to adopt a roadside device installation plan by the roadside device installation planning device 400, and outputs the result of adoption or rejection to the driving planner 200 and the roadside device installation planning device 400, and the reason for rejection if the plan is rejected.

[0094] The traffic management device 300 outputs the reason why the changed travel plan was rejected by the travel planner 200 to the travel planner, and outputs the reason why the roadside device installation plan planned by the roadside device installation planning device 400 was rejected to the roadside device installation planning device 400. Therefore, by changing the planning policy so that the changed travel plan and roadside device installation plan are less likely to be rejected, it is possible to increase the probability of adopting the travel plan and roadside device installation plan.

[0095] When a roadside unit installation plan is rejected, the roadside unit installation planning device 400 can change the planning policy to make it less likely to be rejected. For example, when a roadside unit installation plan is rejected due to its high cost, the planning policy can be changed to make it easier to select a low-priced sensor.

[0096] When the roadside unit installation plan is adopted, the traffic management device 300 manages the installation of new roadside units based on the roadside unit installation plan. The traffic management device 300 can automate all or part of the procedures required for installing the roadside units.

[0097] The traffic management device 300 may determine only one of whether to change the travel plan and whether to adopt the roadside unit installation plan.

[0098] The roadside unit installation planning unit 410 can be configured using a computer, and is realized by the computer executing a program. That is, the roadside unit installation planning unit 410 is realized, for example, by a processing circuit. A processor such as a CPU or DSP is applied to the processing circuit, and the functions of each unit are realized by executing a program stored in a storage device.

[0099] In addition, dedicated hardware may be applied to the processing circuit. When the processing circuit is dedicated hardware, the processing circuit may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination of these.

[0100] The roadside unit installation planning unit 410 may have its functions realized by separate processing circuits, or its functions may be realized collectively by one processing circuit.

[0101] <Operation> <An example of a roadside unit installation plan> 12 and 13 are diagrams showing an example of a roadside unit installation plan by the roadside unit installation planning device 400 in the driving planning system 1000A. Fig. 12 shows the installation position and installation attitude of the existing roadside unit RE1, an estimated detection range SR1, and a driving route DR, while Fig. 13 shows the installation position and installation attitude of the roadside unit RE2 to be added, and an estimated detection range SR2.

[0102] As shown in FIG. 12, a roadside unit RE1 is installed at the corner of an intersection of intersecting roads RO. Static targets SO1 and SO2 are located on opposite sides of the intersection, and a blind spot BS occurs within the detection range SR1 of the roadside unit RE1.

[0103] The roadside unit installation planning unit 410 creates a roadside unit installation plan to eliminate this blind spot BS, and an additional roadside unit RE2 is installed at the corner of the intersection on the opposite side to the roadside unit RE1, as shown in Fig. 13. The blind spot at the intersection is eliminated by the detection range SR1 of the roadside unit RE1 and the detection range SR2 of the roadside unit RE2. This improves the safety of autonomous driving.

[0104] If the vehicle to be managed by the traffic management device 300 is a bus, the driving plan system 1000A is provided as a bus company's system, and the bus company or a company commissioned by the bus company installs the roadside unit based on a roadside unit installation plan. In this case, the bus company may create the roadside unit installation plan, or the bus company and a taxi company may cooperate to create the roadside unit installation plan. If the vehicle to be managed is a logistics vehicle, the driving plan system 1000A is provided as a logistics company's system, and the logistics company's roadside unit installation plan is created based on the roadside unit installation plan, but the users of the system are not limited to those described above.

[0105] Although the present disclosure has been described in detail, the above description is illustrative in all respects and does not limit the present disclosure. It is understood that countless variations not illustrated can be assumed without departing from the scope of the present disclosure.

[0106] In addition, within the scope of the present disclosure, it is possible to freely combine the respective embodiments, and to appropriately modify or omit the respective embodiments.

Claims

1. A travel planning device that changes a travel plan for a vehicle, A travel plan change unit that changes the travel plan based on real estate information that is information about real estate in an area where the vehicle travels; A driving plan output unit that outputs a changed driving plan.

2. A driving plan device for changing a driving plan for a vehicle, comprising: a travel plan change unit that changes the travel plan based on facility-related information that is information related to facilities in an area in which the vehicle travels; A driving plan output unit that outputs a changed driving plan, The facility-related information includes: A travel planning device including at least one of construction plan information for the facility, demolition plan information for the facility, maintenance information for the facility, and renovation information for the facility.

3. A driving plan device for changing a vehicle driving plan, comprising: a travel plan change unit that changes the travel plan based on road information, which is information related to roads in an area in which the vehicle travels; A driving plan output unit that outputs a changed driving plan, A travel planning device, wherein the road information includes either one of a travel difficulty level and a bus stop installation difficulty level.

4. A driving plan device for changing a driving plan for a vehicle, comprising: A travel plan change unit that changes the travel plan based on pedestrian flow information, which is information about pedestrian flow in an area in which the vehicle travels; A driving plan output unit that outputs a changed driving plan, A travel planning device, wherein the people flow information includes information regarding people flow according to the number of people using a commercial facility or a tourist spot.

5. A driving plan device for changing a driving plan for a vehicle, comprising: A travel plan change unit that changes the travel plan based on popular spot information that is information about popular spots in an area where the vehicle travels; A driving plan output unit that outputs a changed driving plan, The popular spot information is The number of times words related to the spot were searched on the Internet, the number of times the word about the spot has been posted on the Internet; A travel planning device including at least one of the word-of-mouth information of the spots.

6. The driving plan comprises:

6. The travel planning device according to claim 1, further comprising at least one of a travel route, a stop position, a departure time, an arrival time, and a number of services.

7. The real estate information is The driving planning device according to claim 1 , further comprising at least one of real estate transaction information, real estate registration information, tenant information, and tenant recruitment status.

8. The driving plan change unit, Changing the driving plan based on roadside device installation information, which is information about the installed roadside device; The roadside unit installation information is the type of the roadside unit, the installation position of the roadside unit, and the installation attitude of the roadside unit; 4. The travel planning device according to claim 3, wherein the road information includes information regarding a three-dimensional shape of a static object on the road.

9. A driving planning system including a driving planning device that changes a driving plan of a vehicle and an operation management device, The travel planning device includes: a travel plan changing unit that changes the travel plan based on at least one of pedestrian flow information, which is information about pedestrian flow, popular spot information, which is information about popular spots, real estate information, which is information about real estate, facility-related information, which is information about facilities, road information, which is information about roads, and roadside device installation information, which is information about installed roadside devices, in an area where the vehicle travels; A driving plan output unit that outputs a changed driving plan, The operation management device includes: A driving planning system that inputs the changed driving plan, determines whether to adopt the changed driving plan, and if the changed driving plan is adopted, manages the operation of the vehicle based on the changed driving plan.

10. A travel planning device according to any one of claims 1 to 5, 7 and 8; A driving planning system comprising: an operation management device that inputs the changed driving plan, determines whether to adopt the changed driving plan, and, if the changed driving plan is adopted, manages the operation of the vehicle based on the changed driving plan.

11. The operation management device includes: The driving planning system according to claim 10 , wherein when the changed driving plan is rejected, a reason for the rejection is output to the driving plan device.

12. The travel planning device according to claim 8 ; a roadside unit installation planning device including: a roadside unit installation planning unit that performs a roadside unit installation plan based on the road information, the roadside unit installation information, and the changed driving plan; and an installation plan output unit that outputs the roadside unit installation plan; a traffic management device that receives the changed driving plan and the roadside device installation plan, determines whether to adopt the changed driving plan and the roadside device installation plan, and manages operation of the vehicle based on the changed driving plan if the changed driving plan is to be adopted, and manages installation of a new roadside device based on the roadside device installation plan if the roadside device installation plan is to be adopted.

13. The operation management device includes: When the changed travel plan is rejected, a reason for the rejection is output to the travel plan device; The driving planning system according to claim 12 , wherein when the roadside unit installation plan is rejected, a reason for rejection is output to the roadside unit installation planning unit.