Travel control system, course-running vehicle, travel control method, and travel control program

Abstract

The travel control system is a system that controls the travel of a course vehicle (100) traveling on a golf course. The prohibited zone setting unit acquires travel prohibited zone data indicating the position of a travel prohibited zone where the travel of the course vehicle (100) is prohibited, and sets travel prohibition information (53) in which the travel prohibited zone data is associated with each of a plurality of travel environment modes. The reception unit (110) receives a selection of a travel environment mode from among the plurality of travel environment modes. The travel control unit (120) extracts the travel prohibited zone data corresponding to the selected travel environment mode from the travel prohibition information (53), and controls the course vehicle (100) not to travel in the travel prohibited zone indicated by the extracted travel prohibited zone data.

Description

Technical Field

[0001] The present disclosure relates to a driving control system, a course-running vehicle, a driving control method, and a driving control program. In particular, it relates to a driving control system, a course-running vehicle, a driving control method, and a driving control program for controlling the driving of a course-running vehicle used by a golfer playing on a golf course.

Background Art

[0002] In current golf courses, play by four-seater carts occupies a large proportion. Many golf carts automatically run along electromagnetic induction lines buried in the ground of asphalt cart paths. Also, on the fairway, depending on the golf course, it may be possible to drive a golf cart. However, there are no electromagnetic induction lines on the fairway, and it is designed for players to manually drive the golf cart. Therefore, due to factors such as extremely hilly places or obstacles, accidents such as the cart tipping over or passengers being thrown off occur not infrequently. Obstacles include, for example, curbs or plantings at the boundary between the cart path and the golf course. Also, on rainy days and the day after rain, the turf and the ground contain a lot of moisture, and there is a risk of damaging the golf course by driving a golf cart onto it.

[0003] Patent Document 1 discloses a technique for setting an area where driving is prohibited based on the road width.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] On a golf course, there are areas where the operation of course vehicles such as golf carts should be prohibited. For example, there are static no - driving zones where the operation of course vehicles should be prohibited in advance, such as around the green, hills, bunkers, ponds, and plantings. There are also dynamically generated no - driving zones, such as turf growing areas, muddy areas, and weak turf. Additionally, the no - driving zones change dynamically according to the environment such as the weather.

[0006] With the technology of Patent Document 1, a no - driving area can be set based on a static road width, but it cannot handle a dynamically changing no - driving area.

[0007] An object of the present disclosure is to provide a course vehicle that can prevent accidents and does not damage the golf course by enabling the setting of a dynamically changing no - driving area.

Means for Solving the Problems

[0008] The driving control system according to the present disclosure is in a driving control system that controls the driving of a course vehicle traveling on a golf course, a no - driving zone setting unit that acquires no - driving zone data indicating the position of a no - driving zone that prohibits the driving of the course vehicle and sets no - driving information in which the no - driving zone data is associated with each of a plurality of driving environment modes corresponding to different environments; a reception unit that receives a selection of a driving environment mode from the plurality of driving environment modes; and a driving control unit that extracts the no - driving zone data corresponding to the selected driving environment mode from the no - driving information and controls the driving of the course vehicle so that the course vehicle does not drive in the no - driving zone indicated by the extracted no - driving zone data.

Effects of the Invention

[0009] In the driving control system according to the present disclosure, a driving prohibited zone that dynamically changes on a golf course can be set. Therefore, according to the driving control system according to the present disclosure, a driving prohibited zone can be set according to the environment on the day of play, and a course vehicle that can prevent accidents and does not damage the golf course can be provided.

Brief Description of the Drawings

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Embodiments for Carrying Out the Invention

[0011] Hereinafter, the present embodiment will be described with reference to the drawings. In each drawing, the same or corresponding parts are denoted by the same reference numerals. In the description of the embodiment, the description of the same or corresponding parts will be omitted or simplified as appropriate. The arrows in the drawings mainly indicate the flow of data or the flow of processing. Also, in the following drawings, the relationship of the sizes of the respective constituent members may be different from the actual ones. Further, in the description of the embodiment, directions or positions such as up, down, left, right, front, rear, front side, and back side may be shown. These notations are for convenience of explanation and do not limit the arrangement, direction, and orientation of the device, instrument, or parts, etc.

[0012] Embodiment 1 ***Description of Configuration*** FIG. 1 is a diagram showing an overall configuration example of a travel control system 500 according to the embodiment. The travel control system 500 is a system that controls the travel of a course vehicle 100 used by a user 20 playing on a golf course 400. The user 20 is also referred to as a golfer or a player who plays golf on the golf course 400.

[0013] The travel control system 500 controls the travel of the course vehicle 100 traveling on the golf course 400. The travel control system 500 includes the course vehicle 100 and the server device 200. For example, the course vehicle 100 automatically drives on the golf course 400 based on the travel route 50. Also, the course vehicle 100 can switch between automatic driving and manual driving. Automatic driving is also referred to as autonomous driving, self-driving, or autonomous movement. Also, manual driving is also referred to as manual travel or manual operation. The course vehicle 100 communicates with the server device 200 via a network. The server device 200 is realized by, for example, a cloud computer. The server device 200 communicates with the course vehicle 100 via a network. The server device 200 is also referred to as a control device that controls the course vehicle 100.

[0014] FIG. 2 is a diagram showing a configuration example of the course vehicle 100 according to the present embodiment. The course vehicle 100 is an example of a moving body used on a golf course. The course vehicle 100 is an autonomous vehicle that loads the golf bag of the user 20 playing on the golf course and automatically drives on the golf course according to the travel route 50 transmitted from the server device 200.

[0015] Devices such as a display device 941, a vehicle camera 961, a LiDAR 962, and a position sensor 963 are mounted on the course vehicle 100. Also, although not shown in the drawings, the course-running vehicle 100 is equipped with an automatic driving system for automatic driving according to the driving route 50. The driving route 50 is an example of a moving route along which a moving object moves.

[0016] The vehicle camera 961 is a camera that photographs the surroundings of the course-running vehicle 100. The vehicle camera 961 is an example of a camera mounted on a moving object. For example, the vehicle camera 961 performs photographing for photographing the trajectory of a golf ball, photographing the state of a user playing, photographing for detecting an obstacle, or photographing for measuring the distance to an object. The vehicle camera 961 may be composed of a plurality of cameras, such as a camera for photographing the trajectory of a golf ball and a camera for photographing the state of a user playing. Also, the vehicle camera 961 may be composed of a plurality of types of cameras, such as a normal camera and an omnidirectional camera.

[0017] The LiDAR 962 detects the distance to an object around the course-running vehicle 100. A plurality of LiDARs 962 may be mounted. By analyzing the distance information by the LiDAR 962 and the image photographed by the vehicle camera 961 together, the situation around the course-running vehicle 100 can be detected more accurately. By using the LiDAR 962, for example, there is an effect that information such as the trajectory of a golf ball or the distance to an obstacle on the golf course can be detected with high precision. Also, the LiDAR 962 mounted on the course-running vehicle 100 can also measure the course shape data and update the previously acquired course shape data.

[0018] Here, the basic functions of the vehicle camera 961 or the LiDAR 962 in the course-running vehicle 100 will be briefly described. First, the self-position estimation function of the course-running vehicle 100 will be described. The self-position estimation unit of the course-running vehicle 100 generates an environmental map through SLAM processing using image data from the vehicle camera 961, point cloud data from the LiDAR 962, measurement data from the IMU, etc., and calibrates the self-position and orientation using the acquired digital map. IMU is the abbreviation of Inertial Measurement Unit. The measurement data from the IMU are data such as acceleration, velocity, and angular velocity. SLAM is the abbreviation of Simultaneous Localization and Mapping. Also, in position calibration, satellite positioning data measured by RTK positioning using a GNSS receiver, or measurement data such as the azimuth angle measured by an electronic compass may be used for composite positioning to calibrate the position and orientation. RTK is the abbreviation of Real-time kinematic.

[0019] Next, the driving control function of the course-running vehicle 100 will be briefly described. The driving control unit 120 described later performs automatic driving control of the course-running vehicle 100 according to the self-position estimated by the self-position estimation unit and a preset guidance path. Also, the course-running vehicle 100 detects surrounding obstacles based on the image or point cloud data acquired by the vehicle camera 961 or the LiDAR 962. The driving control unit 120 performs processing to control the movement of the course-running vehicle 100 so as to avoid the detected obstacles or decelerate and stop so as not to collide with the obstacles. The surrounding obstacles are obstacles such as in-course installations, people (players, caddies, or galleries), golf club carry carts, and other course-running vehicles 100. Also, the course-running vehicle 100 may track the boarding user of the course-running vehicle 100 by image or radar using the image data from the vehicle camera 961 or the point cloud data from the LiDAR 962, etc. In addition to or instead of the LiDAR 962, a millimeter-wave radar may be used to perform obstacle detection, position calibration, or player tracking.

[0020] The position sensor 963 acquires the position information of the course-running vehicle 100. More specifically, the position sensor 963 acquires the position and time of the course-running vehicle 100 during movement as position information. The position sensor 963 is, for example, a GPS. GPS is an abbreviation for Global Positioning System.

[0021] The automatic driving system is composed of, for example, a communication device, a driving control unit, and a display device. The driving control unit controls the movement of the moving body. Specifically, the driving control unit controls the automatic driving of the course-running vehicle 100.

[0022] The course-running vehicle 100 is, for example, a PMV that can carry people and run. PMV is an abbreviation for Personal Mobility Vehicle. Also, in the case of a usage form where no one rides, the course-running vehicle 100 may be an AMR. AMR is an abbreviation for Autonomous Mobile Robot.

[0023] The course-running vehicle 100 according to the present embodiment has a seat for carrying people, like a golf cart on a golf course, and can perform automatic driving with the user seated. Since the user can also ride and move, there is an effect that the playing time can be shortened compared to when walking. Note that the course-running vehicle 100 can perform automatic driving even when the user is not seated. For example, the user may be able to switch between the automatic driving mode when seated and the automatic driving mode when not seated by remote control. When the user wants to play on the golf course on foot, the automatic driving mode when not seated may be selected.

[0024] Also, the course-running vehicle 100 can switch between the automatic driving mode and the manual driving mode. The above mode switching in the course-running vehicle 100 may be performed by a switching button or the like on the vehicle body, or may be performed by remote control. In addition, the course-running vehicle 100 may have functions such as voice recognition for recognizing the user's voice or gesture recognition for recognizing the user's movement. With this function, the course-running vehicle 100 can operate various functions based on the user's voice or the user's gesture. As a result, there is an effect that the user's workload is reduced and a more comfortable play can be realized. In addition, the course-running vehicle 100 may have a function of driving forward at the lowest speed within the fairway when it exits the fairway and remains in a stopped state for a certain period of time. Since the golf rule states that it is possible to search for the ball for 3 minutes, the certain period can be arbitrarily set to a stop of 3 minutes or more.

[0025] FIG. 3 is a diagram showing a configuration example of the server device 200 according to the present embodiment.

[0026] The server device 200 is a computer. The server device 200 includes a processor 910 and also includes other hardware such as a memory 921, an auxiliary storage device 922, an input interface 930, an output interface 940, and a communication device 950. The processor 910 is connected to other hardware by signal lines or wireless connections and controls these other hardware.

[0027] The server device 200 includes, as functional elements, a prohibited zone setting unit 210, a route calculation unit 220, a data transmission unit 230, and a server storage unit 250.

[0028] The functions of the prohibited zone setting unit 210, the route calculation unit 220, and the data transmission unit 230 are realized by software. The server storage unit 250 is provided in the memory 921. Note that the server storage unit 250 may be provided in the auxiliary storage device 922, or may be provided in a distributed manner in the memory 921 and the auxiliary storage device 922.

[0029] The processor 910 is a device that executes a driving control program. The driving control program includes a program that realizes the functions of the prohibited zone setting unit 210, the route calculation unit 220, and the data transmission unit 230. Further, the driving control program also includes a program that is executed when realizing the functions of the course-running vehicle 100 described later.

[0030] The processor 910 is an IC that performs arithmetic processing. Specific examples of the processor 910 are a CPU, a DSP, and a GPU. IC is an abbreviation for Integrated Circuit. CPU is an abbreviation for Central Processing Unit. DSP is an abbreviation for Digital Signal Processor. GPU is an abbreviation for Graphics Processing Unit.

[0031] The memory 921 is a storage device that temporarily stores data. Specific examples of the memory 921 are SRAM or DRAM. SRAM is an abbreviation for Static Random Access Memory. DRAM is an abbreviation for Dynamic Random Access Memory. The auxiliary storage device 922 is a storage device that stores data. A specific example of the auxiliary storage device 922 is an HDD. Further, the auxiliary storage device 922 may be a portable storage medium such as an SD (registered trademark) memory card, a CF, a NAND flash, a flexible disk, an optical disk, a compact disk, a Blu-ray (registered trademark) disk, or a DVD. Note that HDD is an abbreviation for Hard Disk Drive. SD (registered trademark) is an abbreviation for Secure Digital. CF is an abbreviation for CompactFlash (registered trademark). DVD is an abbreviation for Digital Versatile Disk.

[0032] The input interface 930 is a port connected to an input device such as a mouse, keyboard, or touch panel. Specifically, the input interface 930 is a USB terminal. Note that the input interface 930 may also be a LAN interface or Bluetooth (registered trademark). USB is an abbreviation for Universal Serial Bus. LAN is an abbreviation for Local Area Network.

[0033] The output interface 940 is a port to which a cable of an output device such as a display is connected. Also, the output interface 940 may be a LAN interface or Bluetooth (registered trademark). Specifically, the output interface 940 is a USB terminal or an HDMI (registered trademark) terminal. Specifically, the display is an LCD. The output interface 940 is also referred to as a display interface. HDMI (registered trademark) is an abbreviation for High Definition Multimedia Interface. LCD is an abbreviation for Liquid Crystal Display.

[0034] The communication device 950 has a receiver and a transmitter. The communication device 950 is connected to a communication network such as Wi-Fi (registered trademark), LAN, the Internet, or a telephone line. Specifically, the communication device 950 is a communication chip or a NIC. NIC is an abbreviation for Network Interface Card.

[0035] The travel control program is executed in the server device 200. The travel control program is read into the processor 910 and executed by the processor 910. The memory 921 stores not only the travel control program but also the OS. The OS is an abbreviation for Operating System. The processor 910 executes the travel control program while executing the OS. The travel control program and the OS may be stored in the auxiliary storage device 922. The travel control program and the OS stored in the auxiliary storage device 922 are loaded into the memory 921 and executed by the processor 910. Note that part or all of the travel control program may be incorporated into the OS.

[0036] The server device 200 may include a plurality of processors that replace the processor 910. These multiple processors share the execution of the travel control program. Each processor is a device that executes the travel control program in the same way as the processor 910.

[0037] Data, information, signal values, and variable values used, processed, or output by the travel control program are stored in the memory 921, the auxiliary storage device 922, or registers or cache memory within the processor 910.

[0038] The "unit" of each of the prohibited band setting unit 210, the route calculation unit 220, and the data transmission unit 230 may be read as "circuit", "process", "procedure", "processing", or "circuitry". The travel control program causes the computer to execute the prohibited band setting process, the route calculation process, and the data transmission process. The "process" of the prohibited band setting process, the route calculation process, and the data transmission process may be read as "program", "program product", "computer-readable storage medium storing the program", or "computer-readable recording medium recording the program". Also, the travel control method is a method performed when the course traveling vehicle 100 and the server device 200 execute the travel control program. The travel control program may be stored in and provided on a computer-readable recording medium. Further, the travel control program may be provided as a program product.

[0039] Note that various types of information exchanged in the server device 200 will be described later.

[0040] FIG. 4 is a diagram showing a configuration example of the course-running vehicle 100 according to the present embodiment. The course-running vehicle 100 is equipped with a computer. The course-running vehicle 100 includes a processor 910 and also includes other hardware such as a memory 921, an auxiliary storage device 922, an input interface 930, an output interface 940, and a communication device 950. Further, as described above, the course-running vehicle 100 also includes other hardware such as a vehicle camera 961, a LiDAR 962, and a position sensor 963. The processor 910 is connected to other hardware by a signal line or a wireless connection and controls these other hardware. Note that hardware having the same functions as those of the server device 200 will be described with the same reference numerals for simplicity of explanation. However, it is obvious that hardware is individually installed in each of the course-running vehicle 100 and the server device 200.

[0041] The course-running vehicle 100 includes, as functional elements, a reception unit 110, a travel control unit 120, a display unit 130, and a vehicle storage unit 140.

[0042] The functions of the reception unit 110, the travel control unit 120, and the display unit 130 are realized by software. The vehicle storage unit 140 is provided in the memory 921. Note that the vehicle storage unit 140 may be provided in the auxiliary storage device 922 or may be provided in a distributed manner in the memory 921 and the auxiliary storage device 922.

[0043] The processor 910 is a device that executes a driving control program. The driving control program is a program that realizes the functions of the reception unit 110, the driving control unit 120, and the display unit 130. Further, as described above, the driving control program also includes a program that is executed when realizing the functions of the server device 200.

[0044] The description of each hardware is the same as that described for the server device 200.

[0045] The "unit" of each of the reception unit 110, the driving control unit 120, and the display unit 130 may be read as "circuit", "process", "procedure", "processing", or "circuitry". The driving control program causes a computer to execute reception processing, driving control processing, and display processing. The "processing" of the reception processing, the driving control processing, and the display processing may be read as "program", "program product", "computer-readable storage medium storing a program", or "computer-readable recording medium recording a program".

[0046] Note that various types of information exchanged in the course-running vehicle 100 will be described later.

[0047] ***Description of Operations*** Next, the operations of the driving control system 500 according to the present embodiment will be described. The operation procedure of the driving control system 500 corresponds to a driving control method. Further, a program that realizes the operations of the driving control system 500 corresponds to a driving control program.

[0048] FIG. 5 is a flowchart showing the operations of the driving control system 500 according to the present embodiment.

[0049] <Prohibited Zone Setting Process> In step S101, the prohibited zone setting unit 210 of the server device 200 acquires prohibited zone data 511 indicating the position of a driving prohibited zone that prohibits the driving of the course-running vehicle 100. The prohibited zone setting unit 210 acquires the prohibited zone data 511 using the measuring device 300. The measuring device 300 is a device that measures position information for specifying a driving prohibited zone corresponding to at least any one of a plurality of driving environment modes.

[0050] FIG. 6 is a diagram showing a method for acquiring driving prohibited zone data 511 using the measuring device 300 according to the present embodiment. The measuring device 300 is, for example, a positioning unit capable of receiving a CLAS signal. CLAS positioning is positioning that enables positioning with an error of several centimeters by a centimeter-level positioning augmentation service. As shown in FIG. 6, the measuring device 300 is carried by a staff member of the golf course. The staff member of the golf course measures position information so as to surround the driving prohibited zone using the measuring device 300. Specifically, the staff member of the golf course walks inside the golf course while holding the measuring device 300, and measures position information so as to surround the driving prohibited zone with the measuring device 300.

[0051] In step S102, the prohibited zone setting unit 210 sets driving prohibited information 53 in which driving prohibited zone data 511 is associated with each driving environment mode of a plurality of driving environment modes. The plurality of driving environment modes are modes corresponding to different environments. For example, the plurality of driving environment modes correspond to different weather conditions. Specifically, examples of the plurality of driving environment modes include a sunny mode and a rainy mode.

[0052] FIG. 7 is a diagram showing an example of three-dimensional map data 51 and a driving prohibited zone according to the present embodiment. The three-dimensional map data 51 shown in the left diagram of FIG. 7 is an example of high-precision three-dimensional map data used for autonomous driving. Cart paths and fairways can be identified. The travel control unit 120 of the course travel vehicle 100 performs autonomous driving according to the travel route 50 transmitted from the server device 200. During autonomous driving according to the travel route 50, the travel control unit 120 acquires the position information of the host vehicle by the position sensor 963 and transmits it to the server device 200. The central diagram in FIG. 7 is a diagram showing a state in which the measurement data measured by the measuring device 300 and the like is reflected in the three-dimensional map data 51. In the central diagram of FIG. 7, the surroundings of the fairway and the cart path are shown.

[0053] Using the right diagram in FIG. 7, setting examples of travel prohibition zones for a plurality of driving environment modes corresponding to different weather conditions will be described. For example, in the rainy weather mode, travel prohibition zones are provided at both ends of the cart path so as not to enter the fairway. The circles in the right diagram of FIG. 7 indicate the travel prohibition zones at both ends of the cart path. That is, travel prohibition zones are set at both ends of the cart path in the rainy weather mode. On the other hand, in the sunny weather mode, in order to allow entry into the fairway, a travel prohibition zone is set so that entry and exit into the fairway are possible. Therefore, no travel prohibition zones are set at both ends of the cart path in the sunny weather mode. Here, two modes, the sunny weather mode and the rainy weather mode, have been described as examples, but modes such as the post-rain mode, the snow mode, or the cloudy weather mode may be generated, and the travel prohibition zones may be set in more detail. Examples of other driving environment modes and travel prohibition zones will be described later.

[0054] The travel prohibition zone data, which is the measurement data by the measuring device 300, is transmitted to the server device 200, which is a control system on the cloud, via the Internet, for example. Then, it is set in the travel prohibition information 53 by the prohibition zone setting unit 210.

[0055] In step S103, the data transmission unit 230 transmits the travel prohibition information 53 to the course traveling vehicle 100. For example, when the course traveling vehicle 100 is started, the data transmission unit 230 transmits the travel prohibition information 53 to the course traveling vehicle 100. Note that when the course traveling vehicle 100 is started, other data such as the three-dimensional map data 51 is also transmitted to the course traveling vehicle 100.

[0056] Alternatively, an administrator may send a data request command to the server device 200 via the display device 941 which is the input interface 930 of the course-running vehicle 100. When receiving the data request command, the server device 200 may send the travel prohibition information 53 to the course-running vehicle 100 according to the data request command. For example, a data request command including a travel environment mode selected by the administrator may be sent to the server device 200. Then, the server device 200 may send the travel prohibition information 53 corresponding to the travel environment mode included in the data request command to the course-running vehicle 100.

[0057] FIG. 8 is a diagram showing a configuration example of the server storage unit 250 according to the present embodiment. The server storage unit 250 stores a travel route 50, 3D map data 51, player information 52, and travel prohibition information 53. The travel prohibition information 53 includes static travel prohibition zones where the travel of the course-running vehicle should be prohibited in advance, such as around the green, hills, bunkers, ponds, and plantings. There are also dynamically generated travel prohibition zones such as turf cultivation areas, muddy areas, and weak turf. There are also travel prohibition zones that are dynamically generated according to the travel environment mode, such as an area for entering the fairway and an area for exiting the fairway. Regarding the dynamically generated travel prohibition zones, when a change occurs in the travel prohibition zone, the travel prohibition zone data 511 obtained by the method shown in FIG. 6 is set in the travel prohibition information 53. Alternatively, the travel prohibition zone data 511 of the dynamically generated travel prohibition zones may be obtained periodically using the method shown in FIG. 6.

[0058] In step S104, the reception unit 110 acquires the travel prohibition information 53 via the communication device 950.

[0059] <Reception processing> In step S105, the reception unit 110 receives a selection of a travel environment mode from a plurality of travel environment modes via the input interface 930.

[0060] FIG. 9 is a diagram showing an example of the vehicle screen 61 according to the present embodiment. The vehicle screen 61 is displayed on the display device 941 of the course-running vehicle 100. When the course-running vehicle 100 is activated, information such as the travel route 50, the 3D map data 51, the player information 52, and the travel prohibition information 53 is transmitted from the server device 200. Based on these pieces of information, the vehicle screen 61 is displayed.

[0061] In the example of FIG. 9, a mode selection bar 611 for selecting a travel environment mode and a player information selection bar 612 are displayed. In the mode selection bar 611, for example, a plurality of travel environment modes corresponding to various weather conditions are displayed in a pull-down manner, and the corresponding travel environment mode is selected from the plurality of travel environment modes. In the player information selection bar 612, the place start time, whether it is an IN start or an OUT start, the group number, the number of the course-running vehicle 100, and the name are displayed. Information corresponding to each course-running vehicle 100 is selected from the player information selection bar 612. Hereinafter, the group number may be referred to as a group ID in some cases. Also, the number of the course-running vehicle 100 may be referred to as a PMVID in some cases. ID is an abbreviation of Identifier.

[0062] In the present embodiment, the selection of the travel environment mode is input by the administrator for each course-running vehicle 100. Alternatively, the configuration may be such that the administrator can select the travel environment mode from the server device 200.

[0063] <Travel control process> In step S106, the travel control unit 120 extracts the travel prohibition zone data 511 corresponding to the selected travel environment mode from the travel prohibition information 53.

[0064] In step S107, the travel control unit 120 controls the travel of the course vehicle 100 so that the course vehicle 100 does not travel in the travel prohibited zone indicated by the extracted travel prohibited zone data 511. At this time, the course vehicle 100 may be in automatic driving or manual driving.

[0065] For example, when the course vehicle 100 approaches within a predetermined distance of the travel prohibited zone, the travel control unit 120 may stop the course vehicle 100. At this time, it is desirable that the travel control unit 120 gradually reduces the speed as it approaches within a predetermined distance of the travel prohibited zone. In addition, when the course vehicle 100 approaches within a predetermined distance of the travel prohibited zone, the travel control unit 120 may output a warning message indicating that it has approached the travel prohibited zone to the output device of the course vehicle 100. For example, the warning message may be displayed on the display device 941, notified by voice from the speaker, notified by the flashing of a light, or notified by vibration or the like.

[0066] The prohibited zone setting process will be described in more detail below. The course vehicle 100 has 3D map data 51 of a golf course as shown in the left figure of FIG. 7. The 3D map data 51 includes information such as latitude, longitude, and altitude.

[0067] As shown in FIG. 6, a staff member of the golf course walks and measures the travelable area within the 3D map with a measuring device 300 so as to surround the travel prohibited zone within the golf course. Since the measuring device 300 is equipped with a GNSS antenna, when the measurement data is overlaid on the 3D map, it can be measured and displayed as shown in the central figure of FIG. 7. GNSS is an abbreviation for Global Navigation Satellite System. Therefore, it is possible to set it as a travel prohibited zone by dividing the area based on the measurement data. The travel prohibited zones to be measured are, for example, areas where it is considered difficult to travel within the fairway and both ends of the cart path. The circles in the right figure of FIG. 7 indicate the areas at both ends of the cart path to be measured.

[0068] The running control process will be further specifically described. For example, both ends of the cart path may be curbstones, steep slopes, or gutters. Therefore, when the self-position recognition of the PMV by LiDAR SLAM or GNSS approaches the no-go zone, the speed is reduced and a warning is given to the user on the GUI to detour. The GUI is an abbreviation for Graphical User Interface. For example, when the running control unit 120 enters the no-go zone, it performs control such as stopping the PMV. Also, for example, when on the fairway, the running control unit 120 gives the same warning and performs the same operation before a pond, bunker, steep slope, etc.

[0069] In this embodiment, as an example of the mobile body operating on the golf course, a course vehicle such as a PMV or an AMR has been described. However, the mobile body operating on the golf course may be other types of mobile bodies.

[0070] ***Other configurations*** <Modification Example 1> In this embodiment, the functions of each device of the course vehicle 100 and the server device 200 are realized by software. As a modification example, the functions of each device of the course vehicle 100 and the server device 200 may be realized by hardware. Specifically, each device of the course vehicle 100 and the server device 200 includes an electronic circuit 909 instead of the processor 910.

[0071] FIG. 10 is a diagram showing a configuration example of the server device 200 according to a modification example of this embodiment. FIG. 11 is a diagram showing a configuration example of the course vehicle 100 according to a modification example of this embodiment. Hereinafter, the server device 200 will be described as an example. The same applies to the course vehicle 100.

[0072] The electronic circuit 909 is a dedicated electronic circuit that realizes the functions of the prohibited band setting unit 210, the path calculation unit 220, and the data transmission unit 230. Specifically, the electronic circuit 909 is a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, a logic IC, a GA, an ASIC, or an FPGA. GA is an abbreviation for Gate Array. ASIC is an abbreviation for Application Specific Integrated Circuit. FPGA is an abbreviation for Field-Programmable Gate Array.

[0073] The functions of the prohibited band setting unit 210, the path calculation unit 220, and the data transmission unit 230 may be realized by one electronic circuit or may be distributed and realized by a plurality of electronic circuits.

[0074] As another modification, some of the functions of the prohibited band setting unit 210, the path calculation unit 220, and the data transmission unit 230 may be realized by an electronic circuit, and the remaining functions may be realized by software. Also, some or all of the functions of the prohibited band setting unit 210, the path calculation unit 220, and the data transmission unit 230 may be realized by firmware.

[0075] Each of the processor and the electronic circuit is also called a processing circuit. That is, the functions of the prohibited band setting unit 210, the path calculation unit 220, and the data transmission unit 230 are realized by the processing circuit.

[0076] ***Explanation of the effects of this embodiment*** According to the travel control system according to this embodiment, it is possible to select a travel environment mode according to the environment such as the weather and dynamically set a travel prohibited band. Therefore, according to the travel control system, it is possible to set a travel prohibited band according to the weather and environment of the day to be played, and to provide a course travel vehicle that prevents accidents and does not damage the golf course.

[0077] Prepare several types of travel environment modes so that they can be changed according to the environment such as the weather. The prohibited driving zone is created by staff walking and measuring within the course using a positioning unit capable of receiving CLAS signals in advance. Based on the measured prohibited driving zone data, the server device generates prohibited driving information associating the driving environment mode with the prohibited driving zone data. The prohibited driving information is transmitted from the server device to the course-running vehicle when the GUI of the course-running vehicle is launched. The course-running vehicle can determine its location on the 3D map by acquiring its own position information using GNSS signals or LiDAR slam. The course-running vehicle controls its autonomous driving so as not to enter a preset prohibited driving zone for a specific weather condition.

[0078] According to the driving control system according to this embodiment, it is possible to prevent cart accidents in advance by setting in advance a place where tipping may occur or an obstacle such as a curb as a prohibited driving zone. In particular, by setting the fairway as a prohibited driving zone during and after rain, it is possible to suppress the adverse impact on the turf.

[0079] According to the driving control system according to this embodiment, a prohibited driving zone can be set according to the environment such as the weather. In addition, it is possible to set a prohibited driving zone that dynamically changes, such as an area during turf cultivation or an area during renovation, so that the vehicle can drive more safely within the fairway.

[0080] Embodiment 2. In this embodiment, mainly, the points added to Embodiment 1 will be described. In this embodiment, components having the same functions as those in Embodiment 1 are denoted by the same reference numerals, and their descriptions are omitted.

[0081] The configuration of the driving control system 500 according to this embodiment is the same as that in Embodiment 1.

[0082] FIG. 12 is a diagram showing an example of driving control in a plurality of course-running vehicles 100 according to this embodiment. The course-running vehicle 100 is one of a plurality of course-running vehicles 100 used by a plurality of users playing on the same golf course. On a golf course, although a person may play alone, usually two to four people play as one group. The travel control unit 120 controls each of the plurality of course-running vehicles 100 to automatically drive along a predetermined travel route 50 for each of the plurality of course-running vehicles 100. When the plurality of course-running vehicles 100 automatically drive on the fairway, as shown in FIG. 12, it is preferable that the plurality of course-running vehicles 100 drive side by side in the central region of the fairway substantially parallel to each other. This is to prevent damage to the course caused by the plurality of course-running vehicles 100 traveling at the same location at the same time.

[0083] The travel control unit 120 controls the course-running vehicle 100 to automatically drive along the fairway route 550, which is the travel route 50. The fairway route 550 is a travel route such that when the plurality of course-running vehicles 100 automatically drive on the fairway, the travel routes 50 of the plurality of course-running vehicles 100 drive side by side in the central region of the fairway substantially parallel to each other.

[0084] FIG. 13 is a diagram showing an example of the fairway route 550 in the present embodiment. FIG. 13 shows an example of the fairway route 550 of the course-running vehicles "A02-1", "A02-2", "A02-3", and "A02-4" of the group "A02". On the fairway of the golf course, the travel route 50 of each course-running vehicle 100 is set so that the course-running vehicle 100 can drive side by side in the central region of the fairway substantially parallel to each other.

[0085] The traveling control unit 120 controls the fairway route 550 to automatically drive a fairway route that is displaced by a predetermined distance from the fairway route on which a plurality of course traveling vehicles of other groups travel. When the group in Fig. 13 is "A02", the other groups are the groups such as "B02" and "A03" shown in Fig. 9. The fairway route 550 of the group that uses the golf course next after the group "A02" shall be displaced by a predetermined distance, for example, 1 m from the fairway route 550 of "A02". Thereby, it is possible to control so that the course traveling vehicles of the said group do not travel at the same location as the course traveling vehicles of other groups.

[0086] As shown in Fig. 9, by selecting the driving environment mode and selecting the group ID and PMVID, the driving route 50 within the fairway of each course traveling vehicle 100 is determined. At this time, when it is possible to travel on the fairway in the sunny mode, the fairway route 550 becomes the driving route. When the course traveling vehicles travel in a line within the fairway, a load is applied to the turf of only a specific part within the fairway. In the fairway route 550, four vehicles drive automatically in parallel to disperse the load on the turf.

[0087] Fig. 13 is an example in which the sunny mode is selected in the driving environment mode which is the weather mode. By selecting the sunny mode in the weather mode and then selecting the subsequent PMVID, a driving route corresponding to the selection is set. In the fairway route 550 on Route 4, the PMV of A02-1 performs automatic driving based on the outermost line. Similarly, the PMV of A02-4 performs automatic driving based on the innermost line. In case of sunny weather, it is possible to travel on the fairway route 550. During manual driving on the fairway, it is possible to prohibit entry into dangerous areas (such as steep slopes, bunkers, ponds, etc.) by setting a driving prohibited zone according to the weather mode selection described above. This can prevent accidents such as the cart tipping over or damaging the turf by driving onto it.

[0088] FIG. 14 is an example in which the rainy day mode is selected in the driving environment mode which is the weather mode in the present embodiment. When the rainy day mode is selected in the weather mode, only the cart path is set as the driving route 50 for automatic driving regardless of the PMVID selection.

[0089] FIG. 15 is a diagram showing an example of the large circumference control when the course running vehicle 100 rotates in the present embodiment. When rotating the course running vehicle 100, the running control unit 120 controls so that the wheels of the course running vehicle rotate in a large circumference without running on the same spot. In the left diagram of FIG. 15, it rotates about the center of the course running vehicle 100. In this rotation control, all the wheels may run on the same spot, which may damage the turf or the like. In the center diagram of FIG. 15, it rotates about one wheel of the course running vehicle 100. In this rotation control, the wheel serving as the axis may rotate at the same spot, which may damage the turf or the like. In the right diagram of FIG. 15, it rotates about the outside of one wheel of the course running vehicle 100. According to this rotation control, each wheel will run on a different spot, and the possibility of damaging the turf or the like can be reduced.

[0090] It is also possible to switch to manual driving during automatic driving and drive to near the landing point of the golf ball. At this time, when the course running vehicle 100 rotates, the running control unit 120 controls so as to make a large circumference, that is, controls so as not to perform a pivot turn. This is to prevent the player from damaging the turf when driving.

[0091] ***Description of the Effects of the Present Embodiment*** As described above, according to the driving control system according to the present embodiment, in the fine weather mode, for the holes that can be put into the fairway, up to four vehicles approximately parallel to each other automatically drive at the center in the fairway. Thereby, it is possible to suppress the damage to the golf course, particularly to the fairway. Further, even when switching to manual driving on the fairway, it is possible to perform driving control so as not to enter the prohibited driving zone. Further, during rotation such as when switching to manual driving, vehicle control is performed so that a large turn can be made. According to the driving control system according to the present embodiment, it is possible to suppress driving in a prohibited driving area where the vehicle may roll over, and even when manually driving, by performing large turn control, it is possible to prevent rollover or the like due to a sharp turn. Further, it is possible to suppress the damage to the golf course caused by repeatedly driving in a specific location.

[0092] Embodiment 3. In the present embodiment, mainly, the points different from Embodiments 1 and 2, or the points added to Embodiments 1 and 2 will be described. In the present embodiment, components having the same functions as those in Embodiment 1 are denoted by the same reference numerals, and the description thereof is omitted.

[0093] The course driving vehicle 100 according to the present embodiment can be operated in any area in the case of manual driving. Among them, at a golf course where the driving route is determined to a certain extent, during automatic driving, the destination may be passed through manually, or may proceed to the next destination without passing through the destination. In the present embodiment, an aspect of the driving control system 500 in which the destination of automatic driving is automatically and flexibly switched even during manual driving will be described.

[0094] The configuration of the driving control system 500 according to the present embodiment is the same as that in Embodiments 1 and 2.

[0095] The course driving vehicle 100 according to the present embodiment includes a vehicle storage unit 140 that stores a driving route 50 used for automatic driving. When the course-running vehicle 100 switches from manual driving to automatic driving, the travel control unit 120 extracts, from the travel route 50 stored in the vehicle storage unit 140, the travel route 50 that is closest to the current position and yaw angle of the course-running vehicle 100 based on the current position and yaw angle of the course-running vehicle 100. Then, the travel control unit 120 updates the destination of the course-running vehicle 100 based on the extracted travel route 50.

[0096] The travel control unit 120 extracts waypoints having a yaw angle within a predetermined range of the current yaw angle of the course-running vehicle 100 from the waypoints included in the travel route 50. Then, the travel control unit 120 identifies the waypoint closest to the current position of the course-running vehicle from the extracted waypoints. The travel control unit 120 updates the destination of the travel route 50 including the identified waypoint as the destination of the course-running vehicle 100.

[0097] Hereinafter, the travel control system 500 according to the present embodiment will be described with reference to FIGS. 16 to 21. In the present embodiment, the course-running vehicle 100 will be described by referring to it as a PMV.

[0098] FIG. 16 is a diagram showing an example of switching between automatic driving and manual driving in the PMV according to the present embodiment. The vehicle storage unit 140 stores the destination of the travel route 50 used for the automatic driving of the PMV. Note that the vehicle storage unit 140 is an example of a storage unit that stores the destination of the travel route 50. The storage unit that stores the destination of the travel route 50 may be the server storage unit 250 of the server device 200. When the PMV passes the destination of the travel route 50 during manual driving, the travel control unit 120 automatically updates the destination of the PMV to the destination of the next travel route. In the assumed scene 1 of the left figure in Fig. 16, for example, it shows the case where the PMV passes through the destination of the automatic driving in manual driving. For example, after the PMV returns from the fairway to the cart path and drives manually until it reaches the destination of route 1, the destination of the next route 2 is automatically set. At this time, the next destination may be automatically set (the next destination is determined), and the PMV may be switched from manual driving to automatic driving. As described above, the above-mentioned mode switching in the PMV may be performed by a switching button on the vehicle body or the like, or may be performed by remote control. In addition, the travel control unit 120 may compare the current position with the destination of the travel route 50 based on the position information from the position sensor 963 and the destination information of the travel route 50 from the route calculation unit 220, and perform mode switching from manual driving to automatic driving based on the comparison result. For example, if the travel control unit 120 determines from the comparison result that it has manually reached the destination of route 1 and further passed through the destination of route 1 and is heading towards the destination of route 2, the mode may be switched from manual driving to automatic driving.

[0099] In the assumed scene 2 of the right figure in Fig. 16, it shows the case where the PMV does not pass through the destination of the automatic driving. For example, after the PMV returns from the fairway to the cart path and tries to head to the next hole without passing through the destination in manual driving, the destination of the route with a waypoint that satisfies the following two points (in the example of Fig. 16, the destination of route 2) is set. (1) The waypoint closest to the PMV (2) The waypoint that holds the value closest to the yaw angle of the PMV After the destination of the route with a waypoint that satisfies the above two points (in the example of Fig. 16, the destination of route 2) is set (the next destination is determined), the PMV may be switched from manual driving to automatic driving. As described above, the above-mentioned mode switching in the PMV may be performed by a switching button on the vehicle body or the like, or may be performed by remote control. In addition, when the travel control unit 120 determines that it is heading towards the destination of the route with a waypoint that satisfies the above two points, the mode may be switched from manual driving to automatic driving. Even in the case of the assumed scene 1, the destination of the route having a waypoint that satisfies the above two points may be set.

[0100] Next, with reference to FIGS. 17 to 20, the driving control process according to the present embodiment will be described. As shown in the driving route 50 of FIG. 17, each row in the driving route 50 is a waypoint. And the aggregate of waypoints becomes the route of the automatic driving. The waypoint is composed of [x, y, z, yaw angle, speed].

[0101] In the PMV of FIG. 17, the PMV is assumed to be in the manual driving state in the direction of the arrow. The driving control unit 120 searches for which route has a waypoint having a yaw angle less than ±90° with respect to the current yaw angle of the PMV. In the example of FIG. 17, since it is within ±90° of the yaw angle of 0.051 rad of the PMV, -1.519 to 1.621 corresponds. The driving control unit 120 extracts the waypoints having a yaw angle of -1.519 to 1.621.

[0102] Next, as shown in FIG. 18, the driving control unit 120 searches for which of the extracted waypoints is the one closest to the current self-position (x, y, z) of the PMV. The driving control unit 120 sets the route where the waypoint obtained as a result of the search exists as the destination of the automatic driving. In the example of FIG. 18, since the one closest to the current PMV coordinates is the waypoint on Route 1, Route 1 is selected.

[0103] In the PMV of FIG. 19, it is assumed that it is in the manual driving state in the direction of the arrow. The PMV is assumed to travel toward the next hall (Route 2) without passing through the destination of Route 1. The driving control unit 120 searches for which route has a waypoint having a yaw angle less than ±90° with respect to the current yaw angle of the PMV. In the example of FIG. 19, since the yaw angle of the PMV is within ±90° of -1.567 rad, -3.137 to 0.003 applies. The travel control unit 120 extracts waypoints having a yaw angle of -3.137 to 0.003.

[0104] Next, as shown in FIG. 20, the travel control unit 120 searches for the waypoint closest to the current self-position (x, y, z) of the PMV among the extracted waypoints. The travel control unit 120 sets the path where the waypoint obtained as a result of the search exists as the destination of the automatic driving. In the example of FIG. 20, since the waypoint in Route 2 is the closest to the current PMV coordinates, Route 2 is selected.

[0105] FIG. 21 is a diagram for explaining the case where the PMV according to the present embodiment is manually driven within the fairway. When the PMV is manually driven within the fairway, any yaw angle of 360° is possible. Therefore, it is desirable to define the inside of the fairway in the same way as the prohibited driving zone and not change the driving route when the position information of the PMV is traveling therein. Also, it is desirable to set the road width limit near the boundary where the cart path exits from the fairway so that it cannot turn 360°.

[0106] ***Explanation of the effects of the present embodiment*** Normally, when arriving at the first destination during automatic driving, the second destination is automatically set. However, when switching to manual driving during automatic driving and then returning to automatic driving after passing the original first destination, it may be necessary to manually set the second destination again. Also, when boarding the PMV, manual driving is possible in any area. In a golf course where the driving route is somewhat determined among them, it is conceivable to pass the destination during automatic driving manually. Or, in a golf course, it is also conceivable to proceed to the next destination without passing the destination. Therefore, it is necessary to be able to automatically and flexibly switch the destination even during manual driving.

[0107] As described above, according to the driving control system according to the present embodiment, even when switching from automatic driving to manual driving, the automatic driving route is automatically set. In particular, according to the driving control system according to the present embodiment, regardless of whether the destination is passed or not, the automatic driving route is automatically set when driving manually.

[0108] Embodiment 4. In the present embodiment, mainly, the points different from Embodiments 1 to 3 or the points added to Embodiments 1 to 3 will be described. In the present embodiment, components having the same functions as those in Embodiment 1 are denoted by the same reference numerals, and the description thereof is omitted.

[0109] The configuration of the driving control system 500 according to the present embodiment is the same as that of Embodiments 1 to 3.

[0110] FIG. 22 is a diagram showing a comparative example for comparing with the driving control process of the PMV according to the present embodiment. Normally, the behavior when a plurality of PMVs perform automatic driving in a vertical row and arrive at the destination is as follows. First, it is determined that only the leading PMV has arrived at the destination. Then, for the subsequent PMVs, they are not in the state of having arrived at the destination yet, and they stop by detecting the previous PMV as an obstacle. In the case of a golf course, automatic driving with a maximum of 4 vehicles is considered. For this reason, after the leading PMV arrives as described above and departs for the next destination, the second vehicle arrives at the first destination, and after departing for the next destination, the third vehicle... and so on. As a result, for the player riding in the leading PMV, a waiting time occurs at the next hole until the fourth vehicle arrives. Therefore, there is a concern that it may lead to a delay in the playing time.

[0111] In this embodiment, a course-running vehicle 100 that prevents a delay in traveling at the arrival of hitting the ball will be described by determining that the vehicle has arrived at the ball-hitting point in a moving body that performs automatic driving. In the course-running vehicle according to this embodiment, without using vehicle-to-vehicle communication or a control system, when the following two points are satisfied on the edge side, it is determined that the vehicle has arrived at the ball-hitting point, and other than the leading PMV, it is switched to the next destination. (A) A state in which an obstacle is detected (B) A state in which the PMV is at the end of the travel route

[0112] Next, the travel control process, which is the operation of the course-running vehicle 100 according to this embodiment, will be described. The operation procedure of the course-running vehicle 100 corresponds to a travel control method. Also, a program for realizing the operation of the course-running vehicle 100 corresponds to a travel control program.

[0113] The travel control process in the course-running vehicle 100 according to this embodiment is as follows. The course-running vehicle 100 automatically drives on the travel route 50. The travel control unit 120 of the course-running vehicle 100 determines whether the course-running vehicle 100 has detected an obstacle and whether the self-position of the course-running vehicle 100 is within a predetermined range of the current destination of the automatic driving. When the course-running vehicle 100 has detected an obstacle and the self-position of the course-running vehicle 100 is within a predetermined range of the current destination of the automatic driving, the travel control unit 120 determines that the course-running vehicle 100 has reached the current destination of the automatic driving. When the travel control unit 120 determines that the vehicle has reached the current destination of the automatic driving, it controls the course-running vehicle to automatically drive on the travel route 50 to the next destination.

[0114] The course-running vehicle 100 is included in, for example, a plurality of course-running vehicles that automatically drive in a column on a golf course. When the travel control unit 120 detects a course-running vehicle traveling ahead as an obstacle and the own position is within a predetermined range of the current destination of the automatic driving, it determines that the current destination of the automatic driving has been reached.

[0115] FIG. 23 is a flowchart showing the operation of the course-running vehicle 100 according to the present embodiment. In step S201, the travel control unit 120 determines whether it has arrived at the destination of the travel route. For example, the current destination of the automatic driving is set around the green of the hole where the user using the course-running vehicle is playing and at a predetermined position on the cart path. If it has arrived at the destination, the process proceeds to step S204. If it has not arrived at the destination, the process proceeds to step S202.

[0116] In step S202, the travel control unit 120 determines whether it has detected a course-running vehicle traveling ahead as an obstacle. For example, the travel control unit 120 detects a course-running vehicle traveling ahead as an obstacle by learning the shape of the course-running vehicle traveling ahead. If it has detected an obstacle, the process proceeds to step S203. If it has not detected an obstacle, the process returns to step S201.

[0117] In step S203, the travel control unit 120 determines whether the own position is within a predetermined range of the current destination of the automatic driving. The travel control unit 120 determines, for example, whether the own position is within 10 m of the current destination of the automatic driving. If it is within the predetermined range of the destination of the automatic driving, the process proceeds to step S204. If it is not within the predetermined range of the destination of the automatic driving, the process returns to step S201.

[0118] In step S204, the travel control unit 120 updates the destination of the automatic driving to the destination of the next travel route. For example, the destination of the next travel route is set around the green of the next hole and at a predetermined position on the cart path.

[0119] FIG. 24 and FIG. 25 are diagrams showing specific examples of the travel control process by the course traveling vehicle 100 according to the present embodiment. In FIGS. 24 and 25, the course traveling vehicle will be described by referring to it as a PMV.

[0120] The left diagram of FIG. 24 shows a state where four PMVs are automatically driving in a column on a golf course. The right diagram of FIG. 24 shows the shape of the front PMV as seen from the following PMV.

[0121] In the left diagram of FIG. 25, the leading PMV has arrived at the destination of Route 1. The following PMV is in a state where an obstacle has been detected. For example, the travel control unit 120 of the following PMV can detect that the obstacle is the front PMV by learning that the shape shown in the right diagram of FIG. 24 is the front PMV. Among the obstacle detections, since the shape of the rear of the PMV is generally determined, it is possible to learn its image. Alternatively, the travel control unit 120 may detect the front PMV as an obstacle by registering in advance the rear images of other PMVs.

[0122] In the following PMV, when an obstacle is detected and the vehicle is within 10 m from the destination, the next destination, that is, the destination of Route 2, can be switched. As a result, as shown in the right diagram of FIG. 25, when the leading PMV starts moving toward the next destination, the following PMV subsequently starts moving toward the next destination.

[0123] ***Other configurations*** <Modification 2> Note that in the travel control system according to the present embodiment, the travel control unit 120 may have the functions described in Embodiment 3. The PMV, which is the course traveling vehicle 100, includes a vehicle storage unit 140 that stores a travel route 50 used for automatic driving. When the course-running vehicle 100 switches from manual driving to automatic driving, the travel control unit 120 extracts, from the travel route 50 stored in the vehicle storage unit 140, the travel route 50 that is closest to the current position and yaw angle of the course-running vehicle 100 based on the current position and yaw angle of the course-running vehicle 100. Then, the travel control unit 120 updates the destination of the course-running vehicle 100 based on the extracted travel route 50.

[0124] The travel control unit 120 extracts waypoints having a yaw angle within a predetermined range of the current yaw angle of the course-running vehicle 100 from the waypoints included in the travel route 50. Then, the travel control unit 120 identifies the waypoint closest to the current position of the course-running vehicle from the extracted waypoints. The travel control unit 120 updates the destination of the travel route 50 including the identified waypoint as the destination of the course-running vehicle 100. The above function has been described in Embodiment 3.

[0125] <Modification Example 3> In the present embodiment, it is determined whether the destination has been reached on the edge side. In addition, the following methods are also possible. (a) The leading PMV transmits to the subsequent PMV that the destination has been reached by vehicle-to-vehicle communication, and notifies the subsequent vehicles that the leading PMV has reached the destination. (b) Each PMV may transmit its status to a server device that is a control system, and the status of each PMV may be shared via the server device. Thereby, it is possible to share among each PMV via the server device that the leading PMV has reached the destination.

[0126] ***Explanation of the effects of the present embodiment*** As described above, in the course-running vehicle according to the present embodiment, an obstacle is detected, and it is determined whether the vehicle's own position is within a predetermined range of the current destination of the automatic driving. Then, in the course-running vehicle according to the present embodiment, when an obstacle is detected and the vehicle's own position is within a predetermined range of the current destination of the automatic driving, it is determined that the current destination of the automatic driving has been reached. Therefore, according to the course-running vehicle according to the present embodiment, it is possible to determine that the vehicle has arrived at the pin, and it is possible to prevent a delay in running at the time of arriving at the pin.

[0127] In the course-running vehicle according to the present embodiment, when the leading PMV starts running towards the next destination, the following PMVs can also perform automatic driving in a column to avoid a delay in the play time. Also, in the present embodiment, the running control unit detects the front PMV by learning the shape of the front PMV. Therefore, according to the present embodiment, when an obstacle is detected by an object that is not a PMV near the destination, it is possible to avoid the problem that the route is switched.

[0128] In the above-described first to fourth embodiments, the running control system of the course-running vehicle used on a golf course has been described as an example. However, for example, the first to fourth embodiments can also be applied to PMVs or AMRs used in a shopping mall, a theme park such as an amusement park, or an event area where various commercial facilities are scattered.

[0129] In the above-described first to fourth embodiments, each part of each device of the running control system has been described as an independent functional block. However, the configuration of each device of the running control system does not have to be the same as the configuration of the above-described embodiments. As long as the functional blocks of each device of the running control system can realize the functions described in the above-described embodiments, any configuration may be used. Also, each device of the running control system may be a system composed of a plurality of devices instead of a single device.

[0130] For example, part of the functions of the server device 200 may be provided to the course-running vehicle 100. Alternatively, part of the functions of the course-running vehicle 100 may be provided to the server device 200.

[0131] In addition, among Embodiments 1 to 4, a plurality of parts may be combined and implemented. Alternatively, one part among these embodiments may be implemented. Furthermore, these embodiments may be combined and implemented in any manner, either as a whole or partially. That is, in Embodiments 1 to 4, free combinations of each embodiment, modifications of any constituent elements of each embodiment, or omissions of any constituent elements in each embodiment are possible.

[0132] Note that the above-described embodiments are essentially preferred examples and are not intended to limit the scope of the present disclosure, the scope of applications of the present disclosure, and the scope of uses of the present disclosure. The above-described embodiments can be variously modified as necessary. For example, the procedures described using the flowcharts or sequence diagrams may be modified as appropriate.

Description of Reference Numerals

[0133] 20 User, 50 Travel Route, 51 3D Map Data, 511 Travel Prohibited Zone Data, 52 Player Information, 53 Travel Prohibited Information, 61 Vehicle Screen, 611 Mode Selection Bar, 612 Player Information Selection Bar, 100 Course-Running Vehicle, 110 Reception Unit, 120 Travel Control Unit, 130 Display Unit, 140 Vehicle Storage Unit, 200 Server Device, 210 Prohibited Zone Setting Unit, 220 Route Calculation Unit, 230 Data Transmission Unit, 250 Server Storage Unit, 300 Measuring Device, 400 Golf Course, 500 Travel Control System, 550 Fairway Route, 909 Electronic Circuit, 910 Processor, 921 Memory, 922 Auxiliary Storage Device, 930 Input Interface, 940 Output Interface, 941 Display Device, 950 Communication Device, 961 Vehicle Camera, 962 LiDAR, 963 Position Sensor.

Claims

1. A driving control system for controlling driving of a course driving vehicle that drives on a golf course, a prohibited zone setting unit that acquires no-drive zone data consisting of static no-drive zones and dynamically occurring no-drive zones that indicate the locations of no-drive zones that prohibit vehicles from traveling on the course, and sets no-drive information in which each no-drive zone data is associated with each driving environment mode among a plurality of driving environment modes corresponding to different weather conditions; a reception unit that receives a selection of a driving environment mode from the plurality of driving environment modes; a driving control unit that extracts no-driving zone data corresponding to the selected driving environment mode from the no-driving information and controls the driving of the course traveling vehicle so that the course traveling vehicle does not travel through the no-driving zone indicated by the extracted no-driving zone data; A driving control system comprising:

2. The no-drive zone data is Static no-drive zones where vehicles should be prohibited from driving on the course, including areas around the green, hills, bunkers, ponds, shrubbery, areas that may roll over or obstacles such as curbs, areas on the fairway that are considered difficult to drive on, and at least one of the ends of cart paths; a no-run zone that dynamically occurs when an environmental change occurs, including at least one of a grass growing area, mud, weakened grass, or grass under repair; 2. The driving control system according to claim 1, further comprising no-drive zones that are dynamically generated according to driving environment modes, including areas for entering and exiting the fairway, and areas within the fairway during or after rain.

3. The forbidden band setting unit acquiring no-drive zone data of no-drive zones that dynamically occur when the environmental change occurs from a measuring device that measures position information with an error of several centimeters that identifies no-drive zones that correspond to at least one of the plurality of driving environment modes; 3. The driving control system according to claim 1, wherein the measuring device is carried by a staff member of the golf course and measures position information so as to surround the no-run zone.

4. The traveling control unit 3. The driving control system according to claim 1, wherein the vehicle traveling on the course is stopped when the vehicle approaches within a predetermined distance of the no-drive zone.

5. The traveling control unit 3. The driving control system according to claim 1, wherein when the course vehicle approaches within a predetermined distance of the no-drive zone, a warning message informing the vehicle of the approach of the no-drive zone is output to an output device of the course vehicle.

6. The driving control system a server device that communicates with the course traveling vehicle; the server device includes the prohibited zone setting unit and a server storage unit, and the server storage unit stores the travel prohibition information; the course traveling vehicle includes the reception unit, the traveling control unit, and a vehicle storage unit; the reception unit acquires the travel prohibition information from the server device at startup and stores the information in the vehicle storage unit; 3. The driving control system according to claim 1, wherein the server device transmits a driving environment mode selected by an administrator to the course driving vehicle.

7. the course traveling vehicle is included in a plurality of course traveling vehicles used by a plurality of users playing on the same golf course; The traveling control unit 3. A driving control system as described in claim 1 or claim 2, which controls each of the plurality of course traveling vehicles to automatically drive along a predetermined driving route for each of the plurality of course traveling vehicles, and when the plurality of course traveling vehicles are automatically driven on a fairway, controls the plurality of course traveling vehicles to automatically drive along a fairway route, which is a driving route in which the plurality of course traveling vehicles run side by side in parallel through the central area of ​​the fairway.

8. The traveling control unit 8. The driving control system according to claim 7, wherein the fairway route is controlled so that the vehicle automatically drives along a fairway route that is offset by a predetermined distance from fairway routes on which a plurality of vehicles traveling on the course of other groups are traveling.

9. The course traveling vehicle is capable of switching between automatic driving and manual driving, The traveling control unit 3. A driving control system according to claim 1 or claim 2, wherein when the course traveling vehicle is rotated, including when switching to manual driving, the driving control system controls the course traveling vehicle so that each wheel rotates in a large circle, traveling at a different location, with the outer side of one wheel of the course traveling vehicle as an axis.

10. The course traveling vehicle is a vehicle storage unit that stores a driving route used for autonomous driving; The traveling control unit 3. A driving control system according to claim 1 or claim 2, wherein, when the course traveling vehicle switches from manual driving to autonomous driving, a waypoint having a yaw angle within a predetermined range of the current yaw angle of the course traveling vehicle is extracted from waypoints included in the traveling route based on the current position and yaw angle of the course traveling vehicle, a waypoint closest to the current position of the course traveling vehicle is identified from the extracted waypoints, and the destination of the traveling route including the identified waypoint is updated as the destination of the course traveling vehicle.

11. In a course traveling vehicle that travels on a golf course, a reception unit that acquires, for each driving environment mode corresponding to a plurality of different weather conditions, driving prohibition information in which no-driving zone data consisting of static no-driving zones indicating the positions of no-driving zones in which driving of the vehicle traveling on the course is prohibited and dynamically occurring no-driving zones is associated with each other, and receives a selection of a driving environment mode from the plurality of driving environment modes; a driving control unit that extracts no-driving zone data corresponding to the selected driving environment mode from the no-driving information and controls the driving of the course traveling vehicle so that the course traveling vehicle does not travel through the no-driving zone indicated by the extracted no-driving zone data; A course running vehicle equipped with the above.

12. The course traveling vehicle is a vehicle storage unit that stores a driving route used for autonomous driving; The traveling control unit 12. The course traveling vehicle according to claim 11, wherein, when the course traveling vehicle switches from manual driving to autonomous driving, a waypoint having a yaw angle within a predetermined range of the current yaw angle of the course traveling vehicle is extracted from waypoints included in the traveling route based on the current position and yaw angle of the course traveling vehicle, a waypoint closest to the current position of the course traveling vehicle is identified from the extracted waypoints, and a destination of the traveling route including the identified waypoint is updated as the destination of the course traveling vehicle.

13. 1. A driving control method used in a driving control system for controlling driving of a course driving vehicle that drives on a golf course, comprising: a computer acquires no-drive zone data consisting of static no-drive zones and dynamically occurring no-drive zones that indicate the positions of no-drive zones that prohibit the vehicle from traveling on the course, and sets no-drive information in which the no-drive zone data is associated with each of the driving environment modes corresponding to a plurality of different weather conditions; a computer receives a selection of a driving environment mode from the plurality of driving environment modes; A driving control method in which a computer extracts no-driving zone data corresponding to the selected driving environment mode from the no-driving information, and controls the driving of the course traveling vehicle so that the course traveling vehicle does not travel through the no-driving zone indicated by the extracted no-driving zone data.

14. A driving control program used in a computer that controls the driving of a course driving vehicle that drives on a golf course, a prohibited zone setting process for acquiring no-drive zone data consisting of static no-drive zones and dynamically occurring no-drive zones that indicate the locations of no-drive zones that prohibit vehicles traveling on the course, and setting no-drive information in which each no-drive zone data is associated with each driving environment mode corresponding to a plurality of different weather conditions; a reception process for receiving a selection of a driving environment mode from the plurality of driving environment modes; a driving control process of extracting no-driving zone data corresponding to the selected driving environment mode from the no-driving information and controlling the driving of the course traveling vehicle so that the course traveling vehicle does not travel through the no-driving zone indicated by the extracted no-driving zone data; A driving control program that causes a computer to execute the above.

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