Vehicle control device, vehicle control method, and non-transitory storage medium

Abstract

The vehicle control device includes one or more processors (25) configured to allow disembarking from the automatic driving taxi (5) at the desired disembarking location, in the driving route (D) of the automatic driving taxi (5) configured to be directed toward the desired disembarking location of the user of the automatic driving taxi (5); to set a predetermined driving route range from immediately in front of the desired disembarking location to the desired disembarking location as a mid-disembarking allowance range; to receive the setting of a mid-disembarking location within the mid-disembarking allowance range by the user riding in the automatic driving taxi (5) configured to be directed toward the desired disembarking location; and to stop the automatic driving taxi (5) at the mid-disembarking location set by the user so as to allow the user to disembark from the automatic driving taxi (5) mid-disembark.

Description

Technology Field

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a non-temporary memory medium. Background Technology

[0002] There is a taxi fare system that predicts the taxi fare to the changed destination and presents the predicted taxi fare to the user when the user changes the destination while riding in the taxi (see, for example, Japanese Patent Publication No. 2007-334472).

[0003] As such, it is common for users of manual taxis to change their destination while riding. However, in autonomous taxis, no technology is known that enables changing the destination, or the drop-off location, while riding.

[0004] Accordingly, a vehicle control device related to the first aspect of the present invention comprises, in a driving route of the autonomous driving taxi configured to face a desired drop-off location of the user of the autonomous driving taxi, a predetermined driving route range extending from immediately in front of the desired drop-off location to the desired drop-off location is set as a mid-way drop-off allowance range that allows mid-way drop-off from the autonomous driving taxi; receiving a setting of a mid-way drop-off location within the mid-way drop-off allowance range by the user riding in the autonomous driving taxi configured to face the desired drop-off location; and one or more processors configured to stop the autonomous driving taxi at the mid-way drop-off location set by the user so as to drop the user off from the autonomous driving taxi mid-way.

[0005] Additionally, a vehicle control method related to a second aspect of the present invention comprises: setting a predetermined driving route range from immediately in front of a desired drop-off location to a desired drop-off location in a driving route of the autonomous driving taxi configured to face a desired drop-off location of the user of the autonomous driving taxi as a range for allowing mid-way drop-off from the autonomous driving taxi; receiving a setting of a mid-way drop-off location within the range for allowing mid-way drop-off by the user riding in the autonomous driving taxi configured to face the desired drop-off location; and stopping the autonomous driving taxi at the mid-way drop-off location set by the user to allow the user to drop off the autonomous driving taxi mid-way.

[0006] In addition, a non-transient storage medium that stores a command executable by one or more processors related to the third aspect of the present invention, and a command to execute the following function on said one or more processors, wherein the function comprises: setting a predetermined driving route range from immediately in front of said desired drop-off location to said desired drop-off location in a driving route of said automatic driving taxi configured to face said desired drop-off location as a mid-way drop-off allowance range that allows mid-way drop-off from said automatic driving taxi; receiving a setting of a mid-way drop-off location within said mid-way drop-off allowance range by said user who is riding in said automatic driving taxi configured to face said desired drop-off location; and stopping said automatic driving taxi at said mid-way drop-off location set by said user in order to drop said user off from said automatic driving taxi mid-way.

[0007] In an autonomous driving taxi, the drop-off location can be changed. Brief explanation of the drawing

[0008] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which the same reference numerals denote the same elements. Figure 1 is an overall diagram of an information processing system. Figure 2 is a diagram illustrating the information processing server shown in Figure 1. Figure 3 is a diagram illustrating the dispatch management server shown in Figure 1. Figure 4 is a diagram illustrating an autonomous driving taxi. Figure 5 is a functional configuration diagram of the autonomous driving taxi shown in Figure 4. Figure 6 is a diagram showing the flow of information processing in an information processing system. Figure 7 is a diagram showing a road map illustrated in a pictorial manner. FIG. 8 is a diagram illustrating the range X1 for allowing mid-way disembarkation and the range X2 for setting mid-way disembarkation locations in the driving route of an autonomous driving taxi. Figure 9 is a map showing a road map that is an enlarged view of a part of Figure 7. Figure 10 is a figure showing the interior of an autonomous driving taxi. Figure 11 is a figure showing a display screen placed inside a car. Figure 12 is a figure showing a display screen placed inside a car. Figure 13 is a diagram showing a road map illustrated in a pictorial manner. Figure 14 is a flowchart for performing display processing. Figure 15 is a figure showing the sequence of change request 1. Figure 16 is a figure showing the sequence of change request 2. Figure 17 is a flowchart for performing a request to change the unloading location. Figure 18 is a figure showing the input sequence to the terminal. Figure 19 is a diagram showing the route selection order at the terminal. Figure 20 is a flowchart for performing information processing. Figure 21 is a flowchart for performing information processing. Figure 22 is a flowchart for managing dispatching. FIG. 23 is a flowchart for controlling the operation of an automatic driving taxi. FIG. 24 is a flowchart for controlling the operation of an automatic driving taxi. FIG. 25 is a flowchart for controlling the operation of an automatic driving taxi. Figure 26 is a flowchart for performing display processing. Figure 27 is a figure showing the sequence of change request 1. Figure 28 is a figure showing the sequence of change request 2. FIG. 29 is a flowchart for performing a request to change the unloading location. FIG. 30 is a flowchart for performing display processing. Figure 31 is a figure showing a display screen placed inside a car. FIG. 32 is a flowchart for performing display processing. FIG. 33 is a flowchart for performing display processing. Fig. 34 is a figure showing a display screen placed inside a car. FIG. 35 is a flowchart for performing display processing 1. FIG. 36 is a flowchart for performing display processing 2. Fig. 37 is a figure showing a display screen placed inside a car. FIG. 38 is a flowchart for performing display processing. FIG. 39 is a flowchart for performing display processing. FIG. 40 is a flowchart for performing a request to change the unloading location. Specific details for implementing the invention

[0009] When a person travels to a destination using an autonomous taxi, there are typically multiple routes to the destination, and one of these multiple routes is selected. In this case, a route utilizing multiple different types of vehicles may be selected as the route, for example, a route for transferring from an autonomous taxi to a regular public transportation vehicle. In this case, the point where the passenger disembarks to transfer from the autonomous taxi to the regular public transportation vehicle becomes the destination of the autonomous taxi. However, for example, if traffic congestion occurs near the destination, it may be faster to walk to the destination than to travel by autonomous taxi. In such cases, it is desirable for the passenger to disembark from the autonomous taxi before arriving at the destination. The present invention relates to a driving control technology that enables a passenger to disembark from an autonomous taxi before the autonomous taxi arrives at the destination in such cases. In this case, railways such as trams, monorails, buses, and airplanes correspond to the on-time operating transportation vehicles to which the present invention applies. Furthermore, although the present invention will be described below using the case where the on-time operating transportation vehicle is a railway such as a tram as an example, it goes without saying that the present invention is applicable to monorails, buses, and airplanes other than railways.

[0010] FIG. 1 shows an overall diagram of an information processing system suitable for implementing the information processing technology according to the present invention. Referring to FIG. 1, 1 represents a communication network, 2 represents a base station of the communication network (1), 3 represents an information processing server managed by a route search service provider, 4 represents a dispatch management server managed by an automatic driving taxi business operator that provides dispatch services for automatic driving taxis, 5 represents an automatic driving taxi, and 6 represents a terminal owned by a user utilizing the dispatch service of the automatic driving taxi (5). Additionally, although the terminal (6) is depicted as a portable terminal in FIG. 1, the terminal (6) is not limited to a portable terminal and may be a stationary terminal.

[0011] FIG. 2 shows an information processing server (3) shown in FIG. 1. Referring to FIG. 2, an electronic control unit (10) is provided within the information processing server (3). This electronic control unit (10) is composed of a digital computer and is equipped with a CPU (microprocessor) (12) connected to each other by a bidirectional bus (11), a memory (13) consisting of ROM and RAM, and an input / output port (14). This electronic control unit (10) is connected to a communication network (1).

[0012] FIG. 3 shows a dispatch management server (4) shown in FIG. 1. Referring to FIG. 3, an electronic control unit (15) is provided within the dispatch management server (4). This electronic control unit (15) is composed of a digital computer and is equipped with a CPU (microprocessor) (17), a memory (18) consisting of ROM and RAM, and an input / output port (19) that are interconnected by a bidirectional bus (16). This electronic control unit (15) is connected to a communication network (1).

[0013] FIG. 4 illustrates an example of an automatic driving taxi (5). Referring to FIG. 4, 20 represents a vehicle drive unit for providing driving force to the drive wheels of the automatic driving taxi (5), 21 represents a braking device for braking the automatic driving taxi (5), 22 represents a steering device for steering the automatic driving taxi (5), and 23 represents an electronic control unit mounted in the automatic driving taxi (5). As shown in FIG. 4, the electronic control unit (23) is composed of a digital computer and includes a CPU (microprocessor) (25) connected to each other by a bidirectional bus (24), a memory (26) consisting of ROM and RAM, and an input / output port (27). In the example shown in FIG. 4, the vehicle drive unit (20) is composed of an electric motor driven by a secondary battery or an electric motor driven by a fuel cell, and the drive wheels are driven by these electric motors according to the output signal of the electronic control unit (23). Additionally, braking control of the automatic driving taxi (5) is performed by the braking device (21) according to the output signal of the electronic control unit (23), and steering control of the automatic driving taxi (5) is performed by the steering device (22) according to the output signal of the electronic control unit (23). In addition, this electronic control unit (23) may be composed of a single electronic control unit or a plurality of electronic control units.

[0014] Meanwhile, as shown in FIG. 4, the automatic driving taxi (5) is equipped with various sensors (28) necessary for the automatic driving taxi (5) to perform automatic driving, namely, a sensor that detects the state of the automatic driving taxi (5) and a surrounding detection sensor that detects the surroundings of the automatic driving taxi (5). In this case, an acceleration sensor, a speed sensor, and an azimuth sensor are used as sensors that detect the state of the automatic driving taxi (5), and a vehicle-mounted camera, LIDAR, radar, etc. that photograph the front, side, and rear of the automatic driving taxi (5) are used as surrounding detection sensors. Additionally, the automatic driving taxi (5) is provided with a GNSS (Global Navigation Satellite System) receiving device (29), a map data storage device (30), a navigation device (31), and a display device (32) equipped with a display screen.

[0015] The GNSS receiving device (29) can detect the current location (e.g., latitude and longitude) of the automatic driving taxi (5) based on information obtained from a plurality of artificial satellites. Therefore, the current location of the automatic driving taxi (5) can be obtained by this GNSS receiving device (29). For example, a GPS receiving device is used as this GNSS receiving device (29). Meanwhile, map data storage device (30) stores map data and other information necessary for the automatic driving taxi (5) to perform automatic driving. Various sensors (28), the GNSS receiving device (29), the map data storage device (30), the navigation device (31), and the display device (32) are connected to an electronic control unit (23). In addition, the automatic driving taxi (5) is equipped with a communication device (33) for communicating with an information processing server (3) and a dispatch management server (4) via a base station (2) and a communication network (1).

[0016] Meanwhile, the terminal (6) owned by the user utilizing the dispatch service is configured to communicate with the information processing server (3), the dispatch management server (4), and the automatic driving taxi (5) via the base station (2) and the communication network (1). In this way, in the information processing system shown in FIG. 1, the information processing server (3), the dispatch management server (4), the automatic driving taxi (5), and the terminal (6) can communicate with each other via the communication network (1). Furthermore, in the example shown in FIG. 1, the communication device (33) of the automatic driving taxi (5) and the terminal (6) each have a short-range wireless communication function, and the communication device (33) of the automatic driving taxi (5) and the terminal (6) are configured to communicate with each other through their short-range wireless communication functions.

[0017] Next, the sequence of determining the travel route and the overall flow of dispatching, boarding, and alighting of the automatic driving taxi (5) will be explained with reference to FIG. 6. FIG. 6 shows the overall flow of determining the travel route and dispatching, boarding, and alighting of the automatic driving taxi (5), that is, the overall flow of information processing being executed in an embodiment of the present invention. FIG. 6 shows the exchange between the information processing server (3), the dispatch management server (4), the automatic driving taxi (5), and the terminal (6). FIG. 6 also shows a case where a travel route is selected to transfer to a train running on time after boarding the automatic driving taxi (5). However, referring to FIG. 6, in (1), a user using the dispatch service (hereinafter simply referred to as the user) inputs the departure point, departure time, destination, desired arrival time at the destination, etc., using a travel route search application on the terminal (6) to make a request for a travel route search.

[0018] (2) When the information processing server (3) receives a request to search for this movement route, (3) the information processing server (3) performs a search for a movement route that satisfies the request based on the received departure point, departure time, destination, desired arrival time at the destination, etc. Then, (4) the search result of the movement route is transmitted from the information processing server (3) to the terminal (6). (5) When the terminal (6) receives the search result of the movement route, (6) the user selects a desired movement route from among the searched multiple movement routes using a movement route search application on the display screen of the terminal (6).

[0019] In addition, it is thought that the search results for the travel route in (4) may not include a travel route involving a transfer from an automatic taxi (5) to a regular train, but the information processing flow shown in FIG. 6 explains the case where the search results for the travel route in (4) include a travel route involving a transfer from an automatic taxi (5) to a regular train, and furthermore, in (6), a travel route involving a transfer from an automatic taxi (5) to a regular train is selected as the desired travel route.

[0020] However, in (6), when a travel route involving a transfer from an automatic driving taxi (5) to a train running on time is selected, in (7), the user registers a desired dispatch content consisting of a desired pickup location, a desired pickup time, and a desired drop-off location for the automatic driving taxi (5) using a dispatch reservation application on the display screen of the terminal (6). When the desired dispatch content is registered, the purpose of the dispatch reservation is transmitted from the terminal (6) to the information processing server (3) along with the registered desired dispatch content and the user's desired travel route. When the information processing server (3) receives the purpose of the dispatch reservation along with the desired dispatch content and the user's desired travel route from the terminal (6), the received desired dispatch content and the user's desired travel route are stored in the memory (13) of the information processing server (3), and in (8), a dispatch request is transmitted from the information processing server (3) to the dispatch management server (4). This dispatch request includes the user's desired travel route, information regarding the railway where a transfer is scheduled on the user's desired travel route, the desired pickup location of the automatic taxi (5), the desired pickup time, and the desired drop-off location, and a user ID to identify the user. In addition, this dispatch request may include the user's departure location, departure time, destination, and desired arrival time at the destination received by the information processing server (3) in (2).

[0021] (9) When the dispatch management server (4) receives a dispatch request, the dispatch management server (4) searches for an automatic driving taxi (5) located near the user's desired boarding location (10) that can be dispatched to the user's desired boarding location at the user's desired boarding time, and selects the automatic driving taxi (5) to be dispatched. In addition, in this case, an automatic driving taxi (5) that is currently empty can be included as a search target, and an automatic driving taxi (5) that is scheduled to be empty near the user's desired boarding time based on the reservation information can also be included as a search target. When the automatic driving taxi (5) to be dispatched is selected, (11) a dispatch instruction is transmitted from the dispatch management server (4) to the selected automatic driving taxi (5), along with the user's desired travel route, information regarding the railway where a transfer is scheduled on the user's desired travel route, the desired dispatch details such as the boarding location, disembarking location, and boarding time of the automatic driving taxi (5), and the user ID.

[0022] (12) When the automatic driving taxi (5) receives a dispatch instruction, a driving route from the current location to the user's desired boarding location is generated within the electronic control unit (23) of the automatic driving taxi (5) based on the received user's desired boarding location. Subsequently, (13) automatic driving of the automatic driving taxi (5) is started, and the automatic driving taxi (5) can be driven along the generated driving route to arrive at the user's desired boarding location at the user's desired boarding time. After that, (14) when the automatic driving taxi (5) arrives at the user's desired boarding location, (15) when the user boards the automatic driving taxi (5), authentication processing of the user is performed using short-range communication between the terminal (6) of the user who made the dispatch reservation and the automatic driving taxi (5). This authentication process is performed, for example, by comparing the user ID stored in the memory (26) of the automatic driving taxi (5) at the time of a dispatch request with the user ID stored in the terminal (6) of the user who requested the dispatch, and when these user IDs match, the user possessing the terminal (6) is authenticated as the user who requested the dispatch. In addition, various known authentication processes, such as facial recognition, are known as user authentication processes, and these known authentication processes can be used as authentication processes in (15).

[0023] In (15), when the user holding the terminal (6) is authenticated as the user who requested the dispatch, the door of the automatic driving taxi (5) is opened, and the user, or several people other than the user, board the automatic driving taxi (5). Subsequently, when it is determined by the boarding confirmation device installed inside the automatic driving taxi (5) that the boarding of the user, or several people other than the user, is completed, the door of the automatic driving taxi (5) is closed. Subsequently, in (16), when a request to start driving of the automatic driving taxi (5) is made, a driving route from the current location to the user's desired drop-off location is generated in the electronic control unit (23) of the automatic driving taxi (5) based on the user's desired drop-off location. Subsequently, in (17), automatic driving of the automatic driving taxi (5) is started, and the automatic driving taxi (5) drives toward the user's desired drop-off location along the generated driving route.

[0024] When the self-driving taxi (5) travels toward the user's desired drop-off location, (18) a display processing is performed to display traffic conditions, such as traffic congestion, on the driving route of the self-driving taxi (5) on a display screen placed inside the self-driving taxi (5). This traffic information, such as traffic congestion, is transmitted from the information processing server (3) to the self-driving taxi (5) in (19) upon a request from the self-driving taxi (5). Subsequently, in (20), for example, if walking is faster than traveling to the user's desired drop-off location by the self-driving taxi (5) in light of the traffic conditions, a drop-off location change processing is performed to change the drop-off location from the self-driving taxi (5) so that the user can get off the self-driving taxi (5) midway. Subsequently, in (21), a drop-off processing is performed so that the user, etc., can get off the self-driving taxi (5) midway. In addition, the display processing of (18), the traffic information transmission processing of (19), the disembarkation location change processing of (20), and the disembarkation processing of (21) will be explained in detail later.

[0025] Next, in order to execute the information processing flow shown in FIG. 6, the configurations of the information processing server (3), the dispatch management server (4), the automatic driving taxi (5), and the terminal (6), respectively, will be described in order. First, regarding the configuration of the information processing server (3), the information processing server (3) is configured to communicate with the dispatch management server (4), the automatic driving taxi (5), and the terminal (6) via a communication network (1). Meanwhile, the information processing server (3) is equipped with an information receiving unit capable of receiving railway operation information and railway delay information in real time from a railway operator via a communication network (1), and also receiving road traffic congestion information in real time from a local government, etc. Additionally, the information processing server (3) is equipped with a search request receiving unit that receives a search request for a travel route from a user's terminal (6), along with the departure point, departure time, destination, and desired arrival time at the destination. In addition, the information processing server (3) is equipped with a movement route search unit capable of searching for a plurality of movement routes, including at least a multimodal movement route using an automatic driving taxi (5) and a railway, based on the departure point, departure time, destination, and desired arrival time at the destination received from the search request receiving unit.

[0026] Additionally, the information processing server (3) is equipped with a search result transmission unit for transmitting a plurality of movement routes searched by a movement route search unit to a user's terminal (6). Additionally, the information processing server (3) is equipped with a dispatch reservation receiving unit that receives from the user's terminal (6) a desired dispatch content consisting of the user's desired movement route, the desired boarding location, the desired boarding time, and the desired disembarking location of an automatic driving taxi (5), along with the purpose of the dispatch reservation. Furthermore, the information processing server (3) acquires the user's desired movement route, the desired dispatch content such as the boarding location, disembarking location, and boarding time of the automatic driving taxi (5) used by the user in the user's desired movement route, and information regarding a railway where a transfer is scheduled in the user's desired movement route. The information processing server (3) is equipped with a dispatch request transmission unit that transmits a dispatch request, including the acquired user's desired movement route, desired dispatch content, and information regarding the railway, to a dispatch management server (4). In addition, the information processing server (3) is equipped with an information providing unit that provides various information other than the searched multiple movement routes to the user.

[0027] Next, regarding the configuration of the dispatch management server (4), the dispatch management server (4) is configured to communicate with an information processing server (3), an automatic driving taxi (5), and a terminal (6) via a communication network (1). The dispatch management server (4) is equipped with a dispatch request receiving unit for receiving information from the information processing server (3), such as the user's desired travel route, the boarding location, the disembarking location, and the boarding time of the automatic driving taxi (5) used by the user, as well as information regarding the railway where a transfer is scheduled. Additionally, the dispatch management server (4) is equipped with a vehicle search unit for selecting an automatic driving taxi (5) to be dispatched by searching for an automatic driving taxi (5) that can be dispatched to the user's desired boarding location at the user's desired boarding time among the automatic driving taxis (5) located near the user's desired boarding location. Additionally, the dispatch management server (4) is equipped with a dispatch instruction transmission unit for transmitting a dispatch instruction to a dispatched automatic driving taxi (5), along with information regarding the railway where a transfer is scheduled, and desired dispatch details such as the user's desired travel route, the boarding location, the drop-off location, and the boarding time of the automatic driving taxi (5) used by the user.

[0028] Next, regarding the configuration of the terminal (6), the terminal (6) is provided with a communication unit for communicating with an information processing server (3), a dispatch management server (4), and an automatic driving taxi (5) via a communication network (1). Additionally, the terminal (6) is provided with a current location acquisition unit, for example, a GPS receiver, capable of detecting the current location (e.g., latitude and longitude) of the terminal (6). Additionally, the terminal (6) has a display screen. On the display screen of the terminal (6), it is possible to request a search for a travel route by inputting the departure point, departure time, destination, desired arrival time at the destination, etc., using a travel route search application. Furthermore, the terminal (6) is configured to display multiple travel routes searched by the information processing server (3) on the display screen of the terminal (6). The terminal (6) can select a desired travel route from among a plurality of travel routes searched by the information processing server (3) on the display screen of the terminal (6), and can also make a reservation for dispatch of an automatic driving taxi (5) on the display screen of the terminal (6). In addition, in this case, it is also possible to configure the terminal (6) so that a dispatch reservation can be made directly to the dispatch management server (4) using a dispatch reservation application on the display screen of the terminal (6).

[0029] Finally, regarding the configuration of the automatic driving taxi (5), since the overall configuration of the automatic driving taxi (5) has already been explained with reference to FIG. 4, here, various controls executed by the electronic control unit (23) of the automatic driving taxi (5) will be explained with reference to the functional configuration diagram shown in FIG. 5. Referring to FIG. 5, the automatic driving taxi (5) is equipped with a movement route receiving unit (40), a driving route generating unit (41), an automatic driving control unit (42), a communication unit (43), an authentication unit (44), a driving information and traffic information acquisition unit (45), a range setting unit (46), a setting reception unit (47), a display control unit (48), and a current location acquisition unit (49). In addition, in one embodiment of the vehicle control device according to the present invention, the vehicle control device is composed of a movement route receiving unit (40), a communication unit (43), a range setting unit (46), a setting reception unit (47), and a display control unit (48).

[0030] However, in FIG. 5, the movement route receiving unit (40) receives from the dispatch management server (4) information regarding the desired dispatch details, such as the movement route desired by the user, the boarding location, disembarking location, and boarding time of the automatic driving taxi (5) used by the user, and information regarding the railway where a transfer is scheduled. In addition, in this case, the movement route receiving unit (40) may also receive such information from the information processing server (3). Meanwhile, the driving route generating unit (41) generates the driving route of the automatic driving taxi (5) from the current location to the boarding location desired by the user, and the driving route of the automatic driving taxi (5) from the boarding location desired by the user to the disembarking location desired by the user, based on such information.

[0031] The automatic driving control unit (42) controls the automatic driving of the automatic driving taxi (5) along the generated driving route. The communication unit (43) is connected to the communication device (33) and can communicate with the information processing server (3), the dispatch management server (4), and the terminal (6) through the communication device (33). The authentication unit (44) authenticates that the person who boarded the automatic driving taxi (5) is a user who has made a dispatch reservation for the automatic driving taxi (5). The operation information and traffic information acquisition unit (45) acquires railway operation information and road traffic congestion information from the information processing server (3). The range setting unit (46) and the setting reception unit (47) will be explained later. The display control unit (48) is connected to a display device (32) having a display screen installed inside the automatic driving taxi (5), and the display content of the display screen placed inside the automatic driving taxi (5) is controlled by the display control unit (48). In addition, the current location acquisition unit (49) acquires the current location of the automatic driving taxi (5) based on the received data received by the GNSS receiving device (29).

[0032] However, as previously mentioned, for example, if traffic congestion occurs near the user's desired drop-off location, it may be faster to get off the automatic taxi (5) and walk than to travel to the user's desired drop-off location by the automatic taxi (5). In this case, it is desirable for the user to be able to get off the automatic taxi before the automatic taxi (5) arrives at the user's desired drop-off location. This will be explained with reference to a specific example shown in FIG. 7. In addition, in the road map shown in FIG. 7, S represents a railway station, R represents a road, and K represents a platform for a vehicle located near the station (S). In a specific example shown in FIG. 7, the platform for this vehicle (K) is shown as the user's desired drop-off location, and FIG. 7 shows the driving route of the automatic taxi (5) heading toward the platform for this vehicle (K) as a thick line (D).

[0033] However, in an embodiment according to the present invention, as shown in FIG. 7, in the driving route (D) of an automatic taxi (5) heading toward a user's desired drop-off location (K), a predetermined driving route range (X1) from immediately in front of the desired drop-off location (K) to the desired drop-off location (K) is set as a mid-disembarkation allowance range that allows mid-disembarkation from the automatic taxi (5), and passengers such as users riding in the automatic taxi (5) can disembark from the automatic taxi (5) only within this mid-disembarkation allowance range (X1). This mid-disembarkation allowance range (X1) is a range where, for example, if traffic congestion occurs near the desired drop-off location (K), it is faster to travel on foot than to travel by the automatic taxi (5) if one disembarks within this mid-disembarkation allowance range (X1). Of course, this allowable mid-way drop-off range (X1) includes a range where, even if there is no traffic congestion near the desired drop-off location (K), getting off mid-way within this allowable mid-way drop-off range (X1) is faster than traveling by the automatic driving taxi (5).

[0034] In addition, this allowable range for mid-journey disembarkation (X1) may be defined as the distance from the immediate front of the desired disembarkation location (K) to the desired disembarkation location (K), or as the time taken to reach the desired disembarkation location (K) from the immediate front of the desired disembarkation location (K). Meanwhile, this allowable range for mid-journey disembarkation (X1) may be defined as a fixed range where, if a mid-journey disembarkation is made within this allowable range for mid-journey disembarkation (X1), it is predicted from past experience or past statistics that walking is often faster than traveling by the self-driving taxi (5), or a fixed range where even an elderly person can travel on foot without resistance based on past experience or past statistics, for example, 500m. Therefore, in summary, this allowable range for mid-journey disembarkation (X1) can be described as a driving route range where walking is recommended over traveling by the self-driving taxi (5).

[0035] In addition, if traffic congestion on the driving route (D) of the automatic driving taxi (5) becomes severe, the speed of movement of the automatic driving taxi (5) slows down, so the range of the driving route (D) where it is faster to travel on foot than to travel by the automatic driving taxi (5) increases. Therefore, in the embodiment according to the present invention, the range of permissible mid-way disembarkation (X1) becomes wider as traffic congestion becomes more severe. Thus, in the embodiment according to the present invention, the range of permissible mid-way disembarkation (X1) is set to change according to traffic conditions.

[0036] Meanwhile, in an embodiment according to the present invention, as shown in FIG. 7, a predetermined driving route range extending from immediately before the intermediate disembarkation allowance range (X1) to the intermediate disembarkation allowance range (X1) is set as an intermediate disembarkation location setting range (X2) for receiving the setting of an intermediate disembarkation location within the intermediate disembarkation allowance range (X1) in advance, and a passenger such as a user riding in the automatic driving taxi (5), that is, a user of the automatic driving taxi (5), can set an intermediate disembarkation location within the intermediate disembarkation allowance range (X1) within this intermediate disembarkation location setting range (X2). In addition, a passenger such as a user riding in the automatic driving taxi (5) can set an intermediate disembarkation location within the intermediate disembarkation allowance range (X1) even within the intermediate disembarkation allowance range (X1). Accordingly, passengers such as users riding in the automatic driving taxi (5), i.e., users of the automatic driving taxi (5), can set a stopover location within the stopover allowance range (X1) and the stopover location setting range (X2), and outside the stopover allowance range (X1) and outside the stopover location setting range (X2), it becomes impossible to set a stopover location within the stopover allowance range (X1).

[0037] The range (X2) for setting intermediate drop-off locations is a range in which, after setting an intermediate drop-off location within the range (X2) for setting intermediate drop-off locations within the range (X1) for allowing intermediate drop-off locations, when the automatic driving taxi (5) proceeds into the range (X1) for allowing intermediate drop-off locations, there is no significant change in the traffic conditions within the range (X1) for allowing intermediate drop-off locations when the intermediate drop-off location is set and when the automatic driving taxi (5) proceeds into the range (X1). In other words, if the range (X2) for setting intermediate drop-off locations is made too wide, the traffic conditions within the range (X1) for allowing intermediate drop-off locations change significantly when the automatic driving taxi (5) proceeds into the range (X1) for allowing intermediate drop-off locations when setting intermediate drop-off locations, and thus it becomes impossible to determine whether walking is faster than traveling by the automatic driving taxi (5) even if the passenger gets off at the set intermediate drop-off location. Therefore, the range (X2) for setting intermediate drop-off locations cannot be made too wide.

[0038] The range for setting the intermediate disembarkation location (X2) may be defined as the distance from the immediate front of the intermediate disembarkation allowance range (X1) to the intermediate disembarkation allowance range (X1), or as the time from the immediate front of the intermediate disembarkation allowance range (X1) to reach the intermediate disembarkation allowance range (X1). In this case, the range for setting the intermediate disembarkation location (X2) may also be a fixed range based on past experience or past statistics, just like the intermediate disembarkation allowance range (X1). For example, the range for setting the intermediate disembarkation location (X2) may be set to 500m.

[0039] FIG. 8 illustrates the relationship between a desired drop-off location (K) in the driving route (D) of an automatic driving taxi (5), an allowable mid-way drop-off range (X1), and a settable mid-way drop-off location range (X2). Additionally, in FIG. 8, X3 represents a driving route range in which the automatic driving taxi (5) travels at a speed lower than the normal driving speed in the driving route before reaching the settable mid-way drop-off location range (X2) in order to stop the automatic driving taxi (5). As shown in FIG. 8, this driving route range (X3) is defined as the range from slightly before reaching the allowable mid-way drop-off range (X1) to the desired drop-off location (K). Accordingly, in an embodiment according to the present invention, the automatic driving taxi (5) is automatically driven at a speed lower than the normal driving speed in the driving route before reaching the settable mid-way drop-off location range (X2), at least within the allowable mid-way drop-off range (X1).

[0040] In FIG. 7, the road map area enclosed by the dashed line (W) represents a map area adjusted so that only the allowable range for intermediate disembarking (X1) within the driving route (D) of the automatic driving taxi (5) is included throughout the entire area, with the desired disembarking location (K) positioned at the center, and an enlarged view of this road map area (W) is shown in FIG. 9. Meanwhile, FIG. 10 shows the interior of the automatic driving taxi (5), and in FIG. 10, 55 represents the front wind, 56 represents the dashboard at the front of the interior, and 57 represents the display screen of the display device (32) placed in the interior. Additionally, FIG. 11 and FIG. 12 show an example of the display content displayed on the display screen (57) of the display device (32).

[0041] Referring to FIGS. 11 and 12, on the display screen (57), there is a screen area (Z1) where the road map area (W) shown in FIG. 9 is displayed, and a setting operation screen area (Z2) where operation buttons, etc. are displayed. In the embodiment shown in FIGS. 11 and 12, one operation button (60) is displayed in the setting operation screen area (Z2). Additionally, in the example shown in FIGS. 7, FIGS. 9, FIGS. 11 and FIGS. 12, the road map area (W) displayed on the display screen (57) of the display device (32) is adjusted so that only the intermediate drop-off allowable range (X1) is included throughout the entire driving route (D) of the automatic driving taxi (5) while positioning the desired drop-off location (K) at the center. However, the road map may be displayed on the display screen (57) such that the direction of travel of the automatic driving taxi (5) is the vertical direction of the display screen (57), or the road map may be displayed on the display screen (57) such that it includes the intermediate drop-off location setting range (X2) in addition to the intermediate drop-off allowable range (X1), or it may include the intermediate drop-off location setting range (X2) and the driving route (D) before reaching the intermediate drop-off location setting range (X2) in addition to the intermediate drop-off allowable range (X1).

[0042] As such, there are various methods for displaying a road map on a display screen (57), but as shown in FIGS. 7, 9, 11, and 12 below, the road map area (W) displayed on the display screen (57) of the display device (32) is an example in which the desired drop-off location (K) is positioned at the center and the entire area of ​​the road map area (W) is adjusted to include only the intermediate drop-off allowance range (X1) within the driving route (D) of the automatic driving taxi (5). Each of the following embodiments will be described by way of example. However, in FIGS. 9, 11, and 12, the area with diagonal lines added to the road (R) represents a traffic congestion area (G). Also, in FIGS. 11 and 12, which show a display screen (57) placed inside the vehicle, the symbol (P) displayed on the road (R) represents the current location of the automatic driving taxi (5).

[0043] In the example shown in FIG. 11, the self-driving taxi (5) is driving along the driving route (D) through a congested area (G) within the intermediate disembarking allowance range (X1). When the current position of the self-driving taxi (5) is position P, if a passenger touches the operation button (60) on the display screen (57), the self-driving taxi (5) can be stopped at the current position (P). Meanwhile, in the example shown in FIG. 12, when the self-driving taxi (5) is driving along the driving route (D) through a congested area (G) within the intermediate disembarking allowance range (X1), a candidate for a disembarking position desired by the passenger is displayed on the driving route (D) ahead of the current position (P) in the direction of travel. The symbol Q shown in FIG. 12 represents a candidate for a disembarking position desired by the passenger. The symbol Q, representing a candidate disembarkation location, is displayed at the location where the fingertip touches the driving route (D) ahead of the current location (P) on the display screen (57), for example.

[0044] In this case, when the symbol Q is displayed, if a passenger touches the operation button (60) on the display screen (57), the location where the symbol Q is displayed is set as an intermediate drop-off location. When an intermediate drop-off location is set in this way, the automatic driving taxi (5) stops when it reaches the intermediate drop-off location. As previously mentioned, this intermediate drop-off location setting is possible even when the automatic driving taxi (5) is driving within the intermediate drop-off location setting range (X2). Additionally, the drop-off location candidate displayed as the symbol Q is hereinafter referred to as the drop-off location candidate (Q), and in some cases, as the intermediate drop-off location (Q).

[0045] As such, in an embodiment according to the present invention, it is possible to stop the automatic driving taxi (5) to allow a passenger to disembark from the automatic driving taxi (5) midway. However, as shown in FIG. 13, if the signal (E1, E2) for the direction of travel of the automatic driving taxi (5) is blue at an intersection on the driving route (D) of the automatic driving taxi (5) that is congested, stopping the automatic driving taxi (5) near each intersection will cause traffic obstruction. Therefore, in an embodiment according to the present invention, if the signal (E1, E2) for the direction of travel of the automatic driving taxi is blue at an intersection on the driving route (D) of the automatic driving taxi (5) that is congested, as shown in FIG. 13, disembarking from the automatic driving taxi (5) midway is prohibited on the driving route (D) within a certain range (F1, F2) from the intersection, even if it is within the allowable mid-way disembarkation range (X1).

[0046] Accordingly, for example, in FIG. 11, when the current location (P) is an intersection and the passenger touches the operation button (60) on the display screen (57) and the signal for the direction of travel of the automatic driving taxi (5) is blue, the automatic driving taxi (5) stops as the automatic driving taxi (5) moves a certain distance from the intersection, and in FIG. 12, when the set intermediate drop-off location (Q) is an intersection, when the signal for the direction of travel of the automatic driving taxi (5) is blue, the automatic driving taxi (5) stops when it reaches a certain range from the intersection or when it moves a certain range away from the intersection.

[0047] However, to explain (18) to (20) of the flow of FIG. 6 again, in an embodiment according to the present invention, after the dispatched automatic driving taxi (5) starts driving toward the user's desired drop-off location, in (18) of the flow of FIG. 6, a display processing is performed to display a map screen and a setting operation screen as shown in FIG. 11 on a display screen (57) placed inside the vehicle of the automatic driving taxi (5), and to display a traffic congestion area (G) on the map screen. In this case, traffic information such as this traffic congestion is transmitted from the information processing server (3) to the automatic driving taxi (5) in (19) upon a request from the automatic driving taxi (5). When the map screen and the setting operation screen are displayed on the display screen (57), in (20), for example, when walking is faster than traveling to the user's desired drop-off location by the automatic driving taxi (5) in light of traffic conditions, a drop-off location change process is performed to change the drop-off location from the automatic driving taxi (5) so that the user can get off the automatic driving taxi (5) midway.

[0048] Next, a first embodiment according to the present invention will be described with reference to FIGS. 14 to 17.

[0049] FIG. 14 shows a display processing routine for executing the display processing performed in (18) of the flow of FIG. 6 described above. This display processing routine is executed by an interrupt at regular intervals in the electronic control unit (23) of the dispatched automatic driving taxi (5).

[0050] Referring to FIG. 14, first, in step 70, a request for the provision of traffic information, such as traffic congestion, is made to the information processing server (3). Subsequently, in step 71, in response to this request, it is determined whether the information processing server (3) has received the traffic information, such as traffic congestion. If it is determined that the traffic information, such as traffic congestion, has not been received, the processing cycle is terminated. Conversely, if it is determined that the traffic information, such as traffic congestion, has been received, the process proceeds to step 72.

[0051] In step 72, an allowable mid-journey drop-off range (X1) is set according to the severity of traffic congestion. In this case, as previously described, the allowable mid-journey drop-off range (X1) becomes wider as the traffic congestion becomes more severe. Subsequently, in step 73, it is determined whether the self-driving taxi (5) is currently driving within the allowable mid-journey drop-off range (X1). When it is determined that the self-driving taxi (5) is not driving within the allowable mid-journey drop-off range (X1), the processing cycle is terminated. Conversely, when it is determined that the self-driving taxi (5) is driving within the allowable mid-journey drop-off range (X1), the process proceeds to step 74. In step 74, a road map as shown in FIG. 11 is displayed on a display screen (57) placed inside the vehicle, and subsequently, in step 75, an operation button (60) as shown in FIG. 11 is displayed on a display screen (57) placed inside the vehicle. Subsequently, the processing cycle is terminated. In this first embodiment, when the automatic driving taxi (5) starts driving within the mid-journey disembarkation allowance range (X1), a road map and operation buttons (60) are displayed on a display screen (57) placed inside the vehicle.

[0052] However, in each embodiment described below, including this first embodiment, when a request to change the drop-off location is made to change the drop-off location from the automatic driving taxi (5), the drop-off location from the automatic driving taxi (5) is changed from the desired drop-off location at the time of dispatch reservation by the user to an intermediate drop-off location. FIGS. 15 and 16 show the sequence for making this request to change the drop-off location on a display screen (57) placed inside the vehicle in this first embodiment. Also, in this first embodiment, as described above, when the automatic driving taxi (5) starts driving within the intermediate drop-off allowance range (X1), a road map and operation buttons (60) as shown in FIG. 11 are displayed on a display screen (57) placed inside the vehicle.

[0053] The sequence of change request 1 shown in FIG. 15 represents the sequence for making a drop-off location change request to set the current location (P) as the new desired drop-off location when the current location of the automatic driving taxi (5) is location P as shown in FIG. 11. That is, referring to FIG. 15, if a passenger wants to get off at this current location (P), first, as shown in A1, the passenger touches the operation button (60) on the display screen (57). When the operation button (60) is touched by the passenger, the current location (P) is set as the new desired drop-off location as shown in A2. Subsequently, as shown in A3, a drop-off location change request is made.

[0054] The sequence of change request 2 shown in FIG. 16 represents the sequence for making a request to change the disembarkation location to the new desired disembarkation location when the passenger displays a candidate disembarkation location (Q) on the driving route (D) ahead of the current location (P) in the direction of travel, as shown in FIG. 12. That is, referring to FIG. 16, if the passenger wants to disembark at this candidate disembarkation location (Q), first, as shown in B1, the candidate disembarkation location (Q) is displayed at the location where the fingertip touches the driving route (D) ahead of the current location (P) in the direction of travel on the display screen (57), for example. Then, as shown in B2, the passenger touches the operation button (60) on the display screen (57). When the operation button (60) is touched by the passenger, the candidate disembarkation location (Q) is set as the new desired disembarkation location, as shown in B3. Next, as shown in B4, a request to change the unloading location is made.

[0055] A disembarkation location change request routine for executing the sequence of change request 1 shown in FIG. 15 and the sequence of change request 2 shown in FIG. 16 is shown in FIG. 17. The disembarkation location change request routine shown in FIG. 17 is executed by an interrupt at regular intervals in the electronic control unit (23) of the automatic driving taxi (5). Referring to FIG. 17, first, in step 80, it is determined whether the operation button (60) is operated, for example, whether the operation button (60) is touched. When it is determined that the operation button (60) is not operated, the processing cycle is terminated. Conversely, when it is determined that the operation button (60) is operated, the process proceeds to step 81, and it is determined whether a disembarkation location candidate (Q) is displayed on the display screen (57) placed inside the vehicle.

[0056] When it is determined that a candidate drop-off location (Q) is not displayed on the display screen (57), the process proceeds to step 82, and the current location is set as the new desired drop-off location. Subsequently, the process proceeds to step 84, and a request to change the drop-off location is made. Subsequently, the processing cycle is terminated. Meanwhile, in step 81, when it is determined that a candidate drop-off location (Q) is displayed on the display screen (57), the process proceeds to step 83, and the candidate drop-off location (Q) is set as the new desired drop-off location. Subsequently, the process proceeds to step 84, and a request to change the drop-off location is made.

[0057] Next, with reference to FIGS. 18 to 25, an example of a sequence and various routines for executing the processing shown in (1) to (21) in the overall flow of FIG. 6 will be described. In addition, the sequence and various routines described below are used in common in both the first embodiment already described and each embodiment described below.

[0058] FIG. 18 illustrates the sequence of inputs to the terminal (6) by the user performed in (1) of FIG. 6. Referring to FIG. 18, first, in C1, an input screen for searching a travel route is displayed on the display screen of the terminal (6) using a travel route search application. Next, in C2, for example, the departure location is entered in the departure location input field of the input screen. In this case, the departure location may also be specified on the map displayed on the display screen of the terminal (6). Next, in C3, the departure time is entered in the departure time input field of the input screen. Next, in C4, for example, the destination is entered in the destination input field of the input screen. In this case, the destination may also be specified on the map displayed on the display screen of the terminal (6). Next, in C5, the desired arrival time to the destination is entered in the desired arrival time input field of the input screen. Next, in C6, for example, the user touches the search request button displayed on the input screen. When the search request button is touched, the search request for the travel route is transmitted to the information processing server (3) along with the entered departure point, departure time, destination, and desired arrival time at the destination.

[0059] FIG. 19 illustrates the sequence of route selection by a user on a terminal (6) performed in (5) to (7) of FIG. 6. Referring to FIG. 19, first, in D1, search results of multiple travel routes transmitted from an information processing server (3) are displayed on the display screen of the terminal (6). Next, in D2, a desired travel route is selected from among these multiple travel routes. Furthermore, the case where a travel route involving a transfer from an automatic driving taxi (5) to a train running on time is selected as the desired travel route is described. When the desired travel route is selected in D2, in D3, the user registers the desired dispatch details, consisting of the desired boarding location, desired boarding time, and desired drop-off location, respectively, in the registration fields for the desired boarding location, desired boarding time, and desired drop-off location of the automatic driving taxi (5) using a dispatch reservation application on the display screen of the terminal (6). In this case as well, the registration of the desired boarding location and desired disembarking location may be performed by specifying the desired boarding location and desired disembarking location on a map displayed on the display screen of the terminal (6). When the desired dispatch details, consisting of these desired boarding locations, desired boarding times, and desired disembarking locations, are registered, the fact that a dispatch reservation has been made in D4 is transmitted from the terminal (6) to the information processing server (3) along with the registered desired dispatch details and the user's desired travel route.

[0060] FIGS. 20 and 21 show an information processing routine executed in the electronic control unit (10) of the information processing server (3), and this routine is executed repeatedly.

[0061] Referring to FIGS. 20 and 21, first, in step 90, current railway operation information and current railway delay information are received from the railway operator, and the received current railway operation information and current railway delay information are stored in the memory (13) of the electronic control unit (10). Subsequently, in part A from step 91 to step 95, the processing in (2) to (4) of FIG. 6 is performed.

[0062] That is, in step 91, it is determined whether a search request for a movement route has been received from the terminal (6). When it is determined that a search request for a movement route has been received from the terminal (6), the process proceeds to step 92, and received data such as the user's departure point, departure time, destination, and desired arrival time at the destination, received along with the search request for a movement route, is stored in the memory (13) of the electronic control unit (10). Subsequently, in step 93, a search for multiple movement routes that satisfy the user's request is performed. Subsequently, in step 94, the search results for the movement route are stored in the memory (13) of the electronic control unit (10). Subsequently, in step 95, the search results for the movement route are transmitted to the terminal (6). Subsequently, the process proceeds to step 96. Meanwhile, in step 91, when it is determined that a search request for a movement route has not been received from the terminal (6), the process jumps to step 96.

[0063] In part B of steps 96 through 98, the processing in (8) of FIG. 6 is performed. That is, in step 96, it is determined whether the terminal (6) has received a request for a dispatch reservation along with the desired boarding location, desired boarding time, desired drop-off location, and the user's desired travel route of the self-driving taxi (5). When it is determined that the request for a dispatch reservation has been received from the terminal (6), the process proceeds to step 97, and the received desired boarding location, desired boarding time, desired drop-off location, and the user's desired travel route are stored in the memory (13) of the electronic control unit (10). Subsequently, in step 98, a dispatch request including the user's desired travel route, information regarding the railway where a transfer is scheduled on the user's desired travel route, the desired boarding location, desired boarding time, and desired drop-off location of the self-driving taxi (5), and a user ID to identify the user is transmitted to the dispatch management server (4). Subsequently, the process proceeds to step 99. Meanwhile, in step 96, if it is determined that the terminal (6) has not received the purpose of the dispatch reservation, jump to step 99.

[0064] In part C of steps 99 through 101, the processing in (19) of FIG. 6 is performed. That is, in step 99, it is determined whether there is a request from the automatic driving taxi (5) for the provision of traffic information, such as traffic congestion on the driving route (D) of the automatic driving taxi (5). When it is determined that there is a request for the provision of traffic information, such as traffic congestion, the process proceeds to step 100, and a search for traffic information, such as traffic congestion on the driving route (D) of the automatic driving taxi (5) is performed. Subsequently, the process proceeds to step 101, and the search result for traffic information, such as traffic congestion on the driving route (D) of the automatic driving taxi (5) is transmitted to the automatic driving taxi (5). Subsequently, the processing cycle is terminated. On the other hand, when it is determined in step 99 that there is no request for the provision of traffic information, such as traffic congestion, the processing cycle is terminated.

[0065] FIG. 22 shows a dispatch management routine for performing the processing in (9) to (11) of FIG. 6, and this dispatch management routine is repeatedly executed in the electronic control unit (15) of the dispatch management server (4).

[0066] Referring to FIG. 22, first, in step 110, it is determined whether a dispatch request has been received from the information processing server (3). When it is determined that a dispatch request has not been received from the information processing server (3), the processing cycle is terminated. On the other hand, when it is determined that a dispatch request has been received from the information processing server (3), the process proceeds to step 111, and received data such as the user's desired travel route, information regarding the railway where a transfer is scheduled in the user's desired travel route, the desired boarding location of the automatic driving taxi (5), the desired boarding time and desired drop-off location, and the user ID are stored in the memory (18) of the electronic control unit (15).

[0067] Next, in step 112, among the automatic driving taxis (5) located near the user's desired boarding location, an automatic driving taxi (5) that can be dispatched to the user's desired boarding location at the user's desired boarding time is searched. In addition, in this case, an automatic driving taxi (5) that is currently empty may be included as a target for the search, and an automatic driving taxi (5) that is scheduled to be empty near the user's desired boarding time based on the reservation information may also be included as a target for the search. Next, in step 113, among the automatic driving taxis (5) that were the target of the search, an automatic driving taxi (5) to be dispatched is selected. When the automatic driving taxi (5) to be dispatched is selected, in step 114, a dispatch instruction is transmitted from the dispatch management server (4) to the selected automatic driving taxi (5), along with the user ID, the user's desired travel route, information regarding the railway where a transfer is scheduled on the user's desired travel route, the desired dispatch details such as the boarding location, disembarking location, and boarding time of the automatic driving taxi (5). Next, in step 115, the fact that the dispatch is completed is transmitted to the terminal (6).

[0068] FIGS. 23 to 25 illustrate a driving control routine for an automatic driving taxi to perform the processing in (12) to (21) of FIG. 6, and this routine is repeatedly executed in the electronic control unit (23) of the automatic driving taxi (5) selected for dispatch. Referring to FIGS. 23 to 25, first, in step 120, it is determined whether a dispatch instruction has been received from the dispatch management server (4). When it is determined that a dispatch instruction has not been received from the dispatch management server (4), the processing cycle is terminated. Conversely, when it is determined that a dispatch instruction has been received from the dispatch management server (4), the process proceeds to step 121, and received data such as the user's desired travel route, information regarding the railway where a transfer is scheduled in the user's desired travel route, the desired boarding location of the automatic driving taxi (5), the desired boarding time and desired disembarking location, and the user ID are stored in the memory (26) of the electronic control unit (23).

[0069] Next, in step 122, the user's desired boarding location is read from the memory (26). Next, in step 123, based on the current location of the automatic driving taxi (5) acquired by the GNSS receiving device (29) and the user's desired boarding location read from the memory (26), a driving route of the automatic driving taxi (5) from the current location to the user's desired boarding location is created by the navigation device (31). Next, in step 124, based on the detection results of sensors such as a camera, LIDAR, and radar that photograph the front of the automatic driving taxi (5), the driving trajectory and driving speed of the automatic driving taxi (5) that do not come into contact with other vehicles or pedestrians are determined. Next, in step 125, driving control of the automatic driving taxi (5) is performed according to the determined driving trajectory and driving speed.

[0070] Next, in step 126, it is determined whether the automatic driving taxi (5) has reached the user's desired pickup location. If it is determined that the automatic driving taxi (5) has not reached the user's desired pickup location, the process returns to step 124, and the automatic driving of the automatic driving taxi (5) continues. On the other hand, if it is determined in step 126 that the automatic driving taxi (5) has reached the user's desired pickup location, the process proceeds to step 127, and the automatic driving taxi (5) stops. Next, in step 128, authentication processing of the user is performed using short-range communication between the terminal (6) of the user who made the dispatch reservation and the automatic driving taxi (5). This authentication processing is performed, for example, by comparing the user ID stored in the memory (26) of the automatic driving taxi (5) at the time of the dispatch request with the user ID stored in the terminal (6) of the user who made the dispatch request, and when these user IDs match, the user possessing the terminal (6) is authenticated as the user who made the dispatch request. In addition, various known authentication processes, such as facial recognition, are known as user authentication processes, and these known authentication processes may be used as authentication processes in step 128.

[0071] Next, in step 129, it is determined whether the user holding the terminal (6) is authenticated as the user who requested the dispatch during the authentication process in step 128. If, during the authentication process, the user holding the terminal (6) is not authenticated as the user who requested the dispatch, the process jumps to step 146 and requests instructions regarding the next action from the dispatch management server (4). At this time, the self-driving taxi (5) moves by self-driving toward, for example, the desired boarding location of another user who requested the dispatch. Conversely, if, during the authentication process, the user holding the terminal (6) is authenticated as the user who requested the dispatch, the process proceeds to step 130 and the door of the self-driving taxi (5) is opened. When the door of the self-driving taxi (5) is opened, the user who requested the dispatch, alone, or several people including the user who requested the dispatch, get into the self-driving taxi (5).

[0072] Next, in step 131, a ride confirmation process is performed to confirm the completion of boarding into the self-driving taxi (5) for the user who requested the dispatch, or for several users including the user who requested the dispatch. This ride confirmation process is performed by interpreting the image of a ride confirmation camera that captures the interior of the vehicle, for example, by a ride confirmation device installed in the self-driving taxi (5). Next, in step 132, it is determined whether the completion of boarding into the self-driving taxi (5) for the user who requested the dispatch, or for several users including the user who requested the dispatch, has been confirmed. If it is determined that the completion of boarding has not been confirmed, the process returns to step 131, and the ride confirmation process to confirm the completion of boarding is continued. On the other hand, if it is determined in step 132 that the completion of boarding has been confirmed, the process proceeds to step 133.

[0073] In step 133, the door of the self-driving taxi (5) is closed. When the door of the self-driving taxi (5) is closed, the process proceeds to step 134, and a request to start driving of the self-driving taxi (5) is made. Additionally, this request to start driving of the self-driving taxi (5) is made, for example, by a user who has boarded the self-driving taxi (5) touching the driving start button displayed on the display screen (57) of the display device (32) inside the self-driving taxi (5). When the request to start driving of the self-driving taxi (5) is made, the process proceeds to step 135, and the user's desired drop-off location is read from the memory (26). Subsequently, in step 136, based on the current location of the self-driving taxi (5) acquired by the GNSS receiving device (29) and the user's desired drop-off location read from the memory (26), a driving route (D) of the self-driving taxi (5) from the current location to the user's desired drop-off location is created by the navigation device (31).

[0074] When the driving route (D) of the automatic driving taxi (5) is created, the process proceeds to step 137, and the display processing in (18) of FIG. 6 is initiated. At this time, in the first embodiment, the execution of the display processing routine shown in FIG. 14 is initiated, and the execution of the drop-off location change request routine shown in FIG. 17 is initiated. Subsequently, in step 138, the driving trajectory and driving speed of the automatic driving taxi (5) are determined based on the detection results of sensors such as a camera, LIDAR, and radar that photograph the front of the automatic driving taxi (5), so that there is no contact with other vehicles or pedestrians. Subsequently, in step 139, driving control of the automatic driving taxi (5) is performed according to the determined driving trajectory and driving speed.

[0075] Next, in step 140, it is determined whether a request to change the drop-off location has occurred in the drop-off location change request routine shown in FIG. 17. If it is determined that no request to change the drop-off location has occurred, the process proceeds to step 143. Conversely, if it is determined that a request to change the drop-off location has occurred, the process proceeds to step 141. In step 141, a new desired drop-off location set by the user becomes the drop-off location. Next, in step 142, based on traffic information such as traffic congestion, signal information detected by a sensor such as a camera capturing the front of the automatic driving taxi (5), or signal information transmitted from a traffic signal, when it is determined that the signal (E1, E2) (Fig. 13) of the direction of travel of the automatic driving taxi at an intersection on the driving route (D) of the congested automatic driving taxi (5) is blue, the drop-off location is adjusted to be outside a certain range (F1, F2) (Fig. 13) from the intersection. Next, proceed to step 143.

[0076] Next, in step 143, it is determined whether the self-driving taxi (5) has reached the drop-off location. This drop-off location is the desired drop-off location set by the user when the request to change the drop-off location is not made, and becomes the new desired drop-off location set by the user when the request to change the drop-off location is made. Therefore, the user can get off the self-driving taxi (5) midway before the self-driving taxi (5) reaches the desired drop-off location set by the user when the request to change the drop-off location is made.

[0077] In step 143, if it is determined that the self-driving taxi (5) has not reached the drop-off location, the process returns to step 138, and the self-driving of the self-driving taxi (5) continues. On the other hand, in step 143, if it is determined that the self-driving taxi (5) has reached the drop-off location, the process proceeds to step 144, and the self-driving taxi (5) stops. Subsequently, in step 145, a drop-off confirmation process is performed to confirm the completion of drop-off from the user riding in the taxi, or from several self-driving taxis (5) including the user. This drop-off confirmation process is performed by interpreting the image of a drop-off confirmation camera, for example, which photographs the interior of the vehicle, using a drop-off confirmation device installed inside the self-driving taxi (5). Subsequently, in step 146, instructions for the following action are requested from the dispatch management server (4).

[0078] In this way, in the first embodiment, in the driving route (D) of the automatic driving taxi (5) heading toward the user's desired drop-off location (K), a predetermined driving route range from immediately in front of the desired drop-off location (K) to the desired drop-off location (K) is set as a mid-disembarkation allowance range (X1) that allows mid-disembarkation from the automatic driving taxi (5), and a mid-disembarkation location (P, Q) within the mid-disembarkation allowance range (X1) set by the user riding in the automatic driving taxi (5) heading toward the desired drop-off location (K) is received, and the automatic driving taxi (5) is stopped at the mid-disembarkation location (P, Q) set by the user in order to have the user drop off from the automatic driving taxi (5) mid-disembark.

[0079] Accordingly, in the first embodiment, as shown in the functional configuration diagram of FIG. 5, the vehicle control device is equipped with a range setting unit (46) that sets a predetermined driving route range from immediately in front of the desired drop-off location (K) to the desired drop-off location (K) in the driving route (D) of the automatic driving taxi (5) heading toward the desired drop-off location (K) of the user of the automatic driving taxi (5) as a mid-disembarkation allowance range (X1) that allows mid-disembarkation from the automatic driving taxi (5); a setting receiving unit (47) that receives a setting of a mid-disembarkation location (P, Q) within the mid-disembarkation allowance range (X1) by a user riding in the automatic driving taxi (5) heading toward the desired drop-off location (K); and an automatic driving control unit (42) that stops the automatic driving taxi (5) at the mid-disembarkation location (P, Q) set by the user in order to allow the user to get off the automatic driving taxi (5) mid-disembark.

[0080] Next, each embodiment will be described sequentially. In addition, in each embodiment described below, in addition to the mid-way disembarkation allowance range (X1), a mid-way disembarkation location setting range (X2) is set, in which the setting of a mid-way disembarkation location (Q) within the mid-way disembarkation allowance range (X1) can be pre-accepted. That is, in each embodiment described below, a predetermined driving route range extending from immediately before the mid-way disembarkation allowance range (X1) to the mid-way disembarkation allowance range (X1) is set as the mid-way disembarkation location setting range (X2) for which the setting of a mid-way disembarkation location within the mid-way disembarkation allowance range (X1) is pre-accepted. Furthermore, when the automatic driving taxi (5) is located outside the mid-way disembarkation allowance range (X1) and outside the mid-way disembarkation location setting range (X2), the acceptance of the setting of a mid-way disembarkation location within this mid-way disembarkation allowance range (X1) is rejected.

[0081] FIGS. 26 to 29 illustrate a second embodiment configured such that when the driving of the automatic driving taxi (5) begins toward the user's desired drop-off location (K), the map screen and setting operation screen as shown in FIG. 11 are immediately displayed on a display screen (57) placed inside the vehicle, and after displaying these, when the automatic driving taxi (5) is located outside the mid-way drop-off allowance range (X1) and outside the mid-way drop-off location setting range (X2), the acceptance of the setting of a mid-way drop-off location within the mid-way drop-off allowance range (X1) is refused.

[0082] FIG. 26 shows a display processing routine for executing the display processing performed in (18) of the flow of FIG. 6 described above. This display processing routine is executed by an interrupt at regular intervals in the electronic control unit (23) of the dispatched automatic driving taxi (5).

[0083] Referring to FIG. 26, first, in step 200, a request for the provision of traffic information, such as traffic congestion, is made to the information processing server (3). Subsequently, in step 201, in response to this request, it is determined whether the information processing server (3) has received the traffic information, such as traffic congestion. If it is determined that the traffic information, such as traffic congestion, has not been received, the processing cycle is terminated. Conversely, if it is determined that the traffic information, such as traffic congestion, has been received, the process proceeds to step 202.

[0084] In step 202, an allowable mid-journey drop-off range (X1) is set according to the severity of traffic congestion. In this case, as previously described, the allowable mid-journey drop-off range (X1) becomes wider as the traffic congestion becomes more severe. Subsequently, in step 203, an allowable mid-journey drop-off location range (X2) is set according to the set allowable mid-journey drop-off range (X1). Subsequently, in step 204, a road map as shown in FIG. 11 is displayed on a display screen (57) placed inside the vehicle, and subsequently, in step 205, an operation button (60) as shown in FIG. 11 is displayed on a display screen (57) placed inside the vehicle. Subsequently, the processing cycle is terminated. Thus, in this second embodiment, when the self-driving taxi (5) begins to drive toward the user's desired drop-off location (K) of the self-driving taxi (5), a road map and an operation button (60) are displayed on a display screen (57) placed inside the vehicle.

[0085] The sequence of change request 1 shown in FIG. 27 represents the sequence for making a drop-off location change request, where the current location of the automatic driving taxi (5) is location P as shown in FIG. 11, and the current location (P) is set as the new desired drop-off location. That is, referring to FIG. 27, if a passenger wants to get off at this current location (P), first, as shown in E1, the passenger touches the operation button (60) on the display screen (57). At this time, if the automatic driving taxi (5) is driving within the intermediate drop-off allowance range (X1), as can be seen from E2, the current location (P) is set as the new desired drop-off location in E3, and then, as shown in E4, a drop-off location change request is made. In contrast, when the operation button (60) is touched by a passenger, if the automatic driving taxi (5) is not traveling within the intermediate disembarkation allowance range (X1), the operation button (60) becomes inactive, as can be seen from E2. That is, even if the operation button (60) is touched by a passenger, nothing responds. Therefore, if the automatic driving taxi (5) is not traveling within the intermediate disembarkation allowance range (X1), a request to change the disembarkation location cannot be made.

[0086] The sequence of change request 2 shown in FIG. 28 represents the sequence for making a request to change the disembarkation location to the new desired disembarkation location when the passenger displays a candidate disembarkation location (Q) on the driving route (D) ahead of the current location (P) in the direction of travel, as shown in FIG. 12. That is, referring to FIG. 28, if the passenger wants to disembark at this candidate disembarkation location (Q), first, as shown in F1, for example, the passenger displays a candidate disembarkation location (Q) at the location where the fingertip touches the driving route (D) ahead of the current location (P) in the direction of travel on the display screen (57). Next, as can be seen from F2 and F3, when the automatic driving taxi (5) is driving within the range where a mid-way drop-off is allowed (X1), or when the automatic driving taxi (5) is driving within the range where a mid-way drop-off location can be set (X2), if the passenger touches the operation button (60) on the display screen (57) in F4, as shown in F5, this drop-off location candidate (Q) is set as a new desired drop-off location, and then, as shown in F6, a request to change the drop-off location is made.

[0087] In contrast, when a drop-off location candidate (Q) is displayed in F1, as can be seen from F2 and F3, if the automatic driving taxi (5) is not traveling within the mid-way drop-off allowance range (X1) and the mid-way drop-off location setting range (X2), the drop-off location candidate (Q) is not displayed. That is, in this case, even if a passenger touches the tip of their hand on the driving route (D) ahead of the current position (P) on the display screen (57), the drop-off location candidate (Q) cannot be displayed at the location where the tip of the hand touched. Therefore, if the automatic driving taxi (5) is not traveling within the mid-way drop-off allowance range (X1) and the mid-way drop-off location setting range (X2), a request to change the drop-off location cannot be made.

[0088] A disembarkation location change request routine for executing the sequence of change request 1 shown in FIG. 27 and the sequence of change request 2 shown in FIG. 28 is shown in FIG. 29. The disembarkation location change request routine shown in FIG. 29 is executed by an interrupt at regular intervals in the electronic control unit (23) of the automatic driving taxi (5). Referring to FIG. 29, first, in step 210, it is determined whether the automatic driving taxi (5) is located within the intermediate disembarkation allowance range (X1). When it is determined that the automatic driving taxi (5) is located within the intermediate disembarkation allowance range (X1), the process jumps to step 212. On the other hand, when it is determined that the automatic driving taxi (5) is not located within the intermediate disembarkation allowance range (X1), the process proceeds to step 211, and it is determined whether the automatic driving taxi (5) is located within the intermediate disembarkation location setting range (X2). When it is determined that the automatic driving taxi (5) is located within the range (X2) for setting an intermediate drop-off location, the process proceeds to step 212, and when it is determined that the automatic driving taxi (5) is not located within the range (X2) for setting an intermediate drop-off location, the processing cycle is terminated.

[0089] In step 212, it is determined whether the operation button (60) is operated, for example, whether the operation button (60) is touched. When it is determined that the operation button (60) is not operated, the processing cycle is terminated. Conversely, when it is determined that the operation button (60) is operated, the process proceeds to step 213, and it is determined whether a candidate disembarkation location (Q) is displayed on the display screen (57) placed inside the vehicle. When it is determined that the candidate disembarkation location (Q) is not displayed on the display screen (57), the process proceeds to step 214, and it is determined whether the automatic driving taxi (5) is located within the mid-disembarkation allowance range (X1). When it is determined that the automatic driving taxi (5) is not located within the mid-disembarkation allowance range (X1), the processing cycle is terminated.

[0090] Conversely, in step 214, when it is determined that the autonomous driving taxi (5) is located within the intermediate drop-off allowance range (X1), the process proceeds to step 215, and the current location (P) is set as the new desired drop-off location. Subsequently, the process proceeds to step 217, and a request to change the drop-off location is made. Meanwhile, in step 213, when it is determined that a drop-off location candidate (Q) is displayed on the display screen (57), the process proceeds to step 216, and the drop-off location candidate (Q) is set as the new desired drop-off location. Subsequently, the process proceeds to step 217, and a request to change the drop-off location is made.

[0091] FIG. 30 illustrates a third embodiment in which a road map and an operation button (60) are displayed on a display screen (57) placed inside the vehicle when the automatic driving taxi (5) is driving toward a user's desired drop-off location (K) and enters a range (X2) where the drop-off location can be set. FIG. 30 also illustrates a display processing routine in the third embodiment for executing the display processing in (18) of the flow of FIG. 6 described above, and this display processing routine is executed by an interrupt at regular intervals in the electronic control unit (23) of the dispatched automatic driving taxi (5). In addition, in this third embodiment, the drop-off location change request routine shown in FIG. 29 is used as a routine for making a drop-off location change request.

[0092] Referring to FIG. 30, first, in step 300, a request for the provision of traffic information, such as traffic congestion, is made to the information processing server (3). Subsequently, in step 301, in response to this request, it is determined whether the information processing server (3) has received traffic information, such as traffic congestion. If it is determined that traffic information, such as traffic congestion, has not been received, the processing cycle is terminated. Conversely, if it is determined that traffic information, such as traffic congestion, has been received, the process proceeds to step 302. In step 302, an allowable range for disembarking midway (X1) is set according to the severity of the traffic congestion. Subsequently, in step 303, an allowable range for setting mid-way disembarking locations (X2) is set according to the set allowable range for disembarking midway (X1).

[0093] Next, in step 304, it is determined whether the automatic driving taxi (5) is located within the range (X2) for setting an intermediate drop-off location. When it is determined that the automatic driving taxi (5) is located within the range (X2) for setting an intermediate drop-off location, the process jumps to step 306. Meanwhile, when it is determined that the automatic driving taxi (5) is not located within the range (X2) for setting an intermediate drop-off location, the process proceeds to step 305 to determine whether the automatic driving taxi (5) is located within the range (X1) for allowing intermediate drop-off. When it is determined that the automatic driving taxi (5) is located within the range (X1) for allowing intermediate drop-off, the process proceeds to step 306, and when it is determined that the automatic driving taxi (5) is not located within the range (X1) for allowing intermediate drop-off, the processing cycle is terminated. In step 306, a road map as shown in FIG. 11 is displayed on a display screen (57) placed inside the vehicle, and then, in step 307, an operation button (60) as shown in FIG. 11 is displayed on a display screen (57) placed inside the vehicle. Then, the processing cycle is terminated.

[0094] FIGS. 31 to 33 illustrate a fourth embodiment in which, when a candidate disembarkation location (Q) is not displayed on the display screen (57), at least one of the various relevant information (61) at the current location (P), such as the walking distance and time when disembarking, the time taken by car, the time until the departure time of the scheduled vehicle to be boarded, and the taxi fare, is displayed in the set operation screen area (Z2) adjacent to the operation button (60) as shown in FIG. 31, and when a candidate disembarkation location (Q) is displayed on the display screen (57), at least one of the relevant information (61) at the candidate disembarkation location (Q), such as the walking distance and time when disembarking, the time taken by car, the time until the departure time of the scheduled vehicle to be boarded, and the taxi fare, is displayed in the set operation screen area (Z2) adjacent to the operation button (60) as shown in FIG. 31.

[0095] FIGS. 32 and 33 illustrate a display processing routine for executing the display processing in (18) of the flow of FIG. 6 described above in this fourth embodiment, and this display processing routine is executed by an interrupt at regular intervals in the electronic control unit (23) of the dispatched automatic driving taxi (5). In addition, in this fourth embodiment, the disembarkation location change request routine shown in FIG. 29 is used as a routine for making a disembarkation location change request.

[0096] Referring to FIGS. 32 and 33, first, in step 400, a request for the provision of traffic information, such as traffic congestion, is made to the information processing server (3). Subsequently, in step 401, in response to this request, it is determined whether the information processing server (3) has received traffic information, such as traffic congestion. If it is determined that traffic information, such as traffic congestion, has not been received, the processing cycle is terminated. Conversely, if it is determined that traffic information, such as traffic congestion, has been received, the process proceeds to step 402. In step 402, an allowable range for disembarking midway (X1) is set according to the severity of the traffic congestion. Subsequently, in step 403, an allowable range for setting mid-way disembarking locations (X2) is set according to the set allowable range for disembarking midway (X1).

[0097] Next, in step 404, it is determined whether the automatic driving taxi (5) is located within the range (X2) for setting the intermediate drop-off location. When it is determined that the automatic driving taxi (5) is located within the range (X2) for setting the intermediate drop-off location, the process jumps to step 406. Meanwhile, when it is determined that the automatic driving taxi (5) is not located within the range (X2) for setting the intermediate drop-off location, the process proceeds to step 405 to determine whether the automatic driving taxi (5) is located within the range (X1) for allowing intermediate drop-off. When it is determined that the automatic driving taxi (5) is located within the range (X1) for allowing intermediate drop-off, the process proceeds to step 406, and when it is determined that the automatic driving taxi (5) is not located within the range (X1) for allowing intermediate drop-off, the processing cycle is terminated.

[0098] In step 406, a road map as shown in FIG. 11 is displayed on a display screen (57) placed inside the vehicle. Then, in step 407, it is determined whether a candidate drop-off location (Q) is displayed on the display screen (57) placed inside the vehicle. When it is determined that a candidate drop-off location (Q) is not displayed, various relevant information regarding the current location (P) of the automatic driving taxi (5) is required in steps 408 to 411.

[0099] That is, in step 408, the walking distance and walking time from the current location (P) to the user's desired drop-off location (K) are calculated based on the road map displayed on the display screen (57), in step 409, the time taken to travel from the current location (P) to the user's desired drop-off location (K) by the automatic driving taxi (5) is calculated based on the road map displayed on the display screen (57), in step 410, the time until the departure time of the train scheduled for transfer is calculated based on the current time and the departure time of the train scheduled for transfer, and in step 411, the taxi fare when getting off at the current location (P) is calculated by the fare calculation system equipped in the automatic driving taxi (5).

[0100] Next, in step 416, at least one of the following is relevant information (61) among the walking distance and walking time calculated in steps 408 to 411, the time taken by car, the time until the departure time of the on-time vehicle to be boarded, and the taxi fare is displayed on the display screen (57). In the example shown in FIG. 31, the taxi fare is displayed on the display screen (57).

[0101] Meanwhile, in step 407, when it is determined that a candidate drop-off location (Q) is displayed on a display screen (57) placed inside the vehicle, various related information regarding the candidate drop-off location (Q) of the automatic driving taxi (5) is required in steps 412 to 415. That is, in step 412, the walking distance and walking time from the drop-off location candidate (Q) to the user's desired drop-off location (K) are calculated based on the road map displayed on the display screen (57), in step 413, the time taken by the automatic driving taxi (5) from the drop-off location candidate (Q) to the user's desired drop-off location (K) is calculated based on the road map displayed on the display screen (57), in step 414, the time until the departure time of the train scheduled for transfer is calculated based on the predicted arrival time at the drop-off location candidate (Q) and the departure time of the train scheduled for transfer, and in step 415, the taxi fare when getting off at the drop-off location candidate (Q) is calculated by the fare calculation system equipped in the automatic driving taxi (5).

[0102] Next, in step 416, at least one of the following is relevant information (61) among the walking distance and walking time calculated in steps 412 to 415, the time taken by car, the time until the departure time of the on-time vehicle to be boarded, and the taxi fare is displayed on the display screen (57).

[0103] FIGS. 34 to 36 illustrate a fifth embodiment in which all or part of various relevant information regarding the current location (P), such as the walking distance and time when getting off, the time taken to the vehicle, the time until the departure time of the scheduled vehicle to be boarded, and the taxi fare, is displayed on a display screen (57) placed inside the vehicle as shown in FIG. 34 within a setting operation screen area (Z2), and an operation button (62) for wanting to get off at the current location (P) and a reset button (63) for not wanting to get off at the current location (P) are displayed. Additionally, FIG. 34 shows the setting operation screen area (Z2) enlarged.

[0104] FIGS. 35 and FIGS. 36 respectively show a display processing routine 1 and a display processing routine 2 for executing the display processing in (18) of the flow of FIG. 6 described above in this fifth embodiment. This display processing routine 1 is executed by an interrupt at regular intervals, for example, every 3 minutes, in the electronic control unit (23) of the dispatched automatic driving taxi (5), and the display processing routine 2 is executed by an interrupt at an interval, for example, every 4 msec, in the electronic control unit (23) of the dispatched automatic driving taxi (5). In addition, in this fifth embodiment, the disembarkation location change request routine shown in FIG. 29 is used as a routine for making a disembarkation location change request.

[0105] Referring to FIG. 35, first, in step 500, a request for the provision of traffic information, such as traffic congestion, is made to the information processing server (3). Subsequently, in step 501, in response to this request, the electronic control unit (23) waits until it receives traffic information, such as traffic congestion, from the information processing server (3). When it receives traffic information, such as traffic congestion, it proceeds to step 502, and an allowable range for disembarking (X1) is set according to the severity of the traffic congestion. Subsequently, in step 503, an allowable range for setting an intermediate disembarking location (X2) is set according to the set allowable range for disembarking (X1).

[0106] Next, in step 504, it is determined whether the automatic driving taxi (5) is located within the range (X2) for setting the intermediate drop-off location. When it is determined that the automatic driving taxi (5) is located within the range (X2) for setting the intermediate drop-off location, the process jumps to step 506. Meanwhile, when it is determined that the automatic driving taxi (5) is not located within the range (X2) for setting the intermediate drop-off location, the process proceeds to step 505 to determine whether the automatic driving taxi (5) is located within the range (X1) for allowing intermediate drop-off. When it is determined that the automatic driving taxi (5) is located within the range (X1) for allowing intermediate drop-off, the process proceeds to step 506, and when it is determined that the automatic driving taxi (5) is not located within the range (X1) for allowing intermediate drop-off, the processing cycle is terminated.

[0107] In steps 506 to 509, various relevant information regarding the current location (P) of the self-driving taxi (5) is required. Specifically, in step 506, the walking distance and walking time from the current location (P) to the user's desired drop-off location (K) are calculated based on the road map displayed on the display screen (57); in step 507, the time taken by the self-driving taxi (5) from the current location (P) to the user's desired drop-off location (K) is calculated based on the road map displayed on the display screen (57); in step 508, the time until the departure time of the train scheduled for transfer is calculated based on the current time and the departure time of the train scheduled for transfer; and in step 509, the taxi fare when getting off at the current location (P) is calculated by the fare calculation system equipped in the self-driving taxi (5). Subsequently, in step 510, a display flag is set.

[0108] Next, referring to FIG. 36, first, in step 520, it is determined whether the display flag is set. When it is determined that the display flag is not set, the processing cycle is terminated. Conversely, when it is determined that the display flag is set, the process proceeds to step 521, and a road map as shown in FIG. 34 is displayed on a display screen (57) placed inside the vehicle. Next, in step 522, within the setting operation screen area (Z2) of the display screen (57), text as shown in FIG. 34 is displayed, including all or part of the walking distance and walking time calculated in steps 506 to 509, the time taken by car, the time until the departure time of the on-time vehicle to be boarded, and the taxi fare, along with an operation button (62) and a reset button (63).

[0109] Next, in step 523, it is determined whether the reset button (63) has been operated. When it is determined that the reset button (63) has been operated, the process proceeds to step 525, and the display within the road map and setting operation screen area (Z2), or only the display within the setting operation screen area (Z2), is stopped. Next, in step 526, the display flag is reset. Meanwhile, when it is determined that the reset button (63) has not been operated, the process proceeds to step 524, and it is determined whether a certain amount of time has elapsed. When it is determined that a certain amount of time has elapsed, the process proceeds to step 525, and the display within the road map and setting operation screen area (Z2), or only the display within the setting operation screen area (Z2), is stopped. Additionally, when the operation button (62) is operated, in the disembarkation location change request routine shown in FIG. 29, the current location (P) is set as a new desired disembarkation location, and a disembarkation location change request is made.

[0110] FIGS. 37 to 40 illustrate a sixth embodiment in which a plurality of drop-off location candidates (Q1, Q2, Q3···) are displayed on a road map on a display screen (57) placed inside a vehicle, and for each drop-off location candidate (Q1, Q2, Q3···), all or part of various related information is displayed, such as the walking distance and time when getting off, the time taken by car, the time until the departure time of the scheduled vehicle to be boarded, and the taxi fare, and a desired drop-off location candidate (Q) can be selected from among these drop-off location candidates (Q1, Q2, Q3···). In addition, FIG. 37 shows an enlarged view of the road map.

[0111] FIGS. 38 and 39 illustrate a display processing routine for executing the display processing in (18) of the flow of FIG. 6 described above in this 6th embodiment, and this display processing routine is executed by an interrupt at regular intervals in the electronic control unit (23) of the dispatched automatic driving taxi (5).

[0112] Referring to FIGS. 38 and 39, first, in step 600, a request for the provision of traffic information, such as traffic congestion, is made to the information processing server (3). Subsequently, in step 601, in response to this request, it is determined whether the information processing server (3) has received traffic information, such as traffic congestion. If it is determined that traffic information, such as traffic congestion, has not been received, the processing cycle is terminated. Conversely, if it is determined that traffic information, such as traffic congestion, has been received, the process proceeds to step 602. In step 602, an allowable range for disembarking midway (X1) is set according to the severity of the traffic congestion. Subsequently, in step 603, an allowable range for setting mid-way disembarking locations (X2) is set according to the set allowable range for disembarking midway (X1).

[0113] Next, in step 604, it is determined whether the automatic driving taxi (5) is located within the range (X2) for setting the intermediate drop-off location. When it is determined that the automatic driving taxi (5) is located within the range (X2) for setting the intermediate drop-off location, the process jumps to step 606. Meanwhile, when it is determined that the automatic driving taxi (5) is not located within the range (X2) for setting the intermediate drop-off location, the process proceeds to step 605 to determine whether the automatic driving taxi (5) is located within the range (X1) for allowing intermediate drop-off. When it is determined that the automatic driving taxi (5) is located within the range (X1) for allowing intermediate drop-off, the process proceeds to step 606, and when it is determined that the automatic driving taxi (5) is not located within the range (X1) for allowing intermediate drop-off, the processing cycle is terminated.

[0114] In step 606, multiple drop-off location candidates (Q1, Q2, Q3...) are set, and these drop-off location candidates (Q1, Q2, Q3...) are displayed on a road map on a display screen (57), as shown in FIG. 37. These drop-off location candidates (Q1, Q2, Q3...) are set at locations that are equally spaced from each other, for example, between the current location (P) and the user's desired drop-off location (K). Subsequently, in steps 607 to 610, various related information is required for each of the multiple drop-off location candidates (Q1, Q2, Q3...). That is, in step 607, the walking distance and walking time from each drop-off location candidate (Q1, Q2, Q3···) to the user's desired drop-off location (K) are calculated based on the road map displayed on the display screen (57); in step 608, the time taken by car from each drop-off location candidate (Q1, Q2, Q3···) to the user's desired drop-off location (K) is calculated based on the road map displayed on the display screen (57); in step 609, the time until the departure time of the train scheduled for transfer is calculated based on the current time and the departure time of the train scheduled for transfer; and in step 610, the taxi fare when getting off at each drop-off location candidate (Q1, Q2, Q3···) is calculated by the fare calculation system equipped in the automatic driving taxi (5).

[0115] Next, in step 611, a road map as shown in FIG. 37 is displayed on the display screen (57). Next, in step 612, as shown in FIG. 37, a related information display box (64) containing all or part of the walking distance, walking time, time taken by car, and taxi fare calculated in steps 607 to 610 is displayed on the display screen (57). Additionally, the drop-off location candidates (Q1, Q2, Q3) are each labeled as "Stopping Location (Q1)", "Stopping Location (Q2)", and "Stopping Location (Q3)" in the related information display box (64). Additionally, a selection button (65) is displayed in each related information display box (64), and the time until the departure time of the next scheduled vehicle to be boarded is also displayed on the display screen (57).

[0116] FIG. 40 illustrates a drop-off location change request routine used in this sixth embodiment. This drop-off location change request routine is executed by an interrupt at regular intervals in the electronic control unit (23) of the automatic driving taxi (5). Referring to FIG. 40, first, in step 620, it is determined whether the selection button (65) of the stopping position (Q1), that is, the drop-off location candidate (Q1), is operated. When it is determined that the selection button (65) of the drop-off location candidate (Q1) is operated, the process proceeds to step 621, and the drop-off location candidate (Q1) becomes the new desired drop-off location. Subsequently, the process proceeds to step 626, and a drop-off location change request is made. On the other hand, when it is determined in step 620 that the selection button (65) of the drop-off location candidate (Q1) is not operated, the process proceeds to step 622.

[0117] In step 622, it is determined whether the selection button (65) of the stopping position (Q2), that is, the disembarking position candidate (Q2), has been activated. When it is determined that the selection button (65) of the disembarking position candidate (Q2) has been activated, the process proceeds to step 623, and the disembarking position candidate (Q2) becomes the new desired disembarking location. Subsequently, the process proceeds to step 626, and a request to change the disembarking location is made. Meanwhile, when it is determined in step 622 that the selection button (65) of the disembarking position candidate (Q2) has not been activated, the process proceeds to step 624.

[0118] In step 624, it is determined whether the selection button (65) of the stopping position (Q3), that is, the disembarking position candidate (Q3), has been activated. When it is determined that the selection button (65) of the disembarking position candidate (Q3) has been activated, the process proceeds to step 625, and the disembarking position candidate (Q3) becomes the new desired disembarking location. Subsequently, the process proceeds to step 626, and a request to change the disembarking location is made. Meanwhile, when it is determined in step 624 that the selection button (65) of the disembarking position candidate (Q3) has not been activated, the processing cycle is terminated.

[0119] Thus, in an embodiment according to the present invention, the vehicle control device comprises a range setting unit (46) that sets a predetermined driving route range from immediately in front of the desired drop-off location to the desired drop-off location in the driving route (D) of the automatic driving taxi (5) heading toward the desired drop-off location of the user of the automatic driving taxi (5) as a mid-disembarkation allowance range (X1) that allows mid-disembarkation from the automatic driving taxi (5); a setting receiving unit (47) that receives a setting of a mid-disembarkation location within the mid-disembarkation allowance range (X1) by a user riding in the automatic driving taxi (5) heading toward the desired drop-off location; and an automatic driving control unit (42) that stops the automatic driving taxi (5) at the mid-disembarkation location set by the user in order to have the user drop off the automatic driving taxi (5) mid-disembark.

[0120] In addition, in an embodiment according to the present invention, a vehicle control method is provided in which a predetermined driving route range from immediately in front of the desired drop-off location to the desired drop-off location is set as an intermediate drop-off allowance range (X1) that allows intermediate drop-off from the automatic driving taxi (5) in the driving route (D) of the automatic driving taxi (5) heading toward the desired drop-off location of the user of the automatic driving taxi (5), and a setting of an intermediate drop-off location within the intermediate drop-off allowance range (X1) is received by a user riding in the automatic driving taxi (5) heading toward the desired drop-off location, and the automatic driving taxi (5) is stopped at the intermediate drop-off location set by the user in order to drop the user off from the automatic driving taxi (5) in the middle.

[0121] In addition, in an embodiment according to the present invention, a predetermined driving route range from immediately in front of the desired drop-off location to the desired drop-off location in the driving route (D) of the automatic driving taxi (5) heading toward the desired drop-off location of the user of the automatic driving taxi (5) is set as an intermediate drop-off allowance range (X1) that allows intermediate drop-off from the automatic driving taxi, and a program is provided to enable a computer to stop the automatic driving taxi (5) at the intermediate drop-off allowance range (X1) set by the user who is riding in the automatic driving taxi (5) heading toward the desired drop-off location, in order to drop the user off from the automatic driving taxi (5) at the intermediate drop-off location set by the user.

[0122] In addition, in an embodiment according to the present invention, the driving route range where walking is recommended over traveling by the automatic driving taxi (5) becomes the intermediate disembarkation allowance range (X1). Furthermore, the range setting unit (46) sets a predetermined driving route range extending from immediately before the intermediate disembarkation allowance range (X1) to the intermediate disembarkation allowance range (X1) as the intermediate disembarkation location setting range (X2), where the setting reception unit (47) receives the setting of an intermediate disembarkation location within the intermediate disembarkation allowance range (X1) in advance. In this case, at least within the intermediate disembarkation allowance range (X1), the automatic driving taxi (5) is driven automatically at a speed lower than the normal driving speed in the driving route (D) before reaching the intermediate disembarkation location setting range (X2).

[0123] In addition, in an embodiment according to the present invention, the setting reception unit (47) refuses to accept the setting of a mid-disembarkation location within the mid-disembarkation permission range (X1) when the automatic driving taxi (5) is located outside the mid-disembarkation permission range (X1) and outside the mid-disembarkation location setting range (X2). In addition, in an embodiment according to the present invention, when the automatic driving taxi (5) enters the mid-disembarkation location setting range (X2) along the driving route (D), a mid-disembarkation location setting operation screen is displayed on a display screen (57) placed inside the automatic driving taxi (5). In addition, in an embodiment according to the present invention, the mid-disembarkation permission range (X1) is set to change according to traffic conditions.

[0124] In addition, in an embodiment according to the present invention, if the signal for the direction of travel of the automatic driving taxi (5) is blue at an intersection on the driving route (D) of the automatic driving taxi (5), disembarking from the automatic driving taxi (5) in the driving route (D) within a certain range from the intersection is prohibited, even if it is within the range (X1) for allowing disembarking in the middle. In addition, in an embodiment according to the present invention, a display control unit (48) is provided to display at least one of the walking distance, walking time, time taken by car, time until the departure time of the on-time vehicle to be boarded, and the taxi fare on a display screen (57) placed inside the automatic driving taxi (5).

[0125] This display control unit (48) displays a display suggesting disembarking from the automatic driving taxi (5) on a display screen (57) placed inside the automatic driving taxi (5) based on at least the time taken by car. Additionally, when the automatic driving taxi (5) is located within the range for allowing disembarking midway (X1) or within the range for setting midembarking locations (X2), the display control unit (48) displays a plurality of candidates for midembarking locations within the range for allowing disembarking midembarking (X1), along with at least one of walking distance and walking time, time taken by car, time until the departure time of the next scheduled vehicle to be boarded, and the taxi fare.

Claims

Claim 1 A vehicle control device comprising, in a driving route (D) of an automatic driving taxi (5) configured to face a desired drop-off location of a user of the automatic driving taxi (5), a predetermined driving route range extending from immediately in front of the desired drop-off location to the desired drop-off location is set as a mid-way drop-off allowance range that allows mid-way drop-off from the automatic driving taxi (5); receiving a setting of a mid-way drop-off location within the mid-way drop-off allowance range by the user riding in the automatic driving taxi (5) configured to face the desired drop-off location; and one or more processors (25) configured to stop the automatic driving taxi (5) at the mid-way drop-off location set by the user so as to allow the user to drop off the automatic driving taxi (5) mid-way, wherein the one or more processors (25) are configured to display at least one of a walking distance and walking time, a time taken by car, a time until the departure time of the next scheduled vehicle to be ridden, and a taxi fare on a display screen placed in the automatic driving taxi (5). Claim 2 In claim 1, the vehicle control device, wherein the range of permissible mid-journey disembarkation is a driving route range where walking is recommended over traveling by the automatic driving taxi (5). Claim 3 In claim 1, the one or more processors (25) are configured to set a predetermined driving route range extending from immediately before the intermediate disembarkation allowable range to the intermediate disembarkation allowable range as an intermediate disembarkation location setting range, and the intermediate disembarkation location setting range is a range in which the setting of an intermediate disembarkation location within the intermediate disembarkation allowable range is received in advance. Claim 4 A vehicle control device configured such that, in claim 3, the automatic driving taxi (5) is automatically driven at a speed lower than the normal driving speed in the driving route (D) before reaching the range where the intermediate disembarkation location can be set, at least within the intermediate disembarkation allowance range. Claim 5 In claim 3, the vehicle control device configured such that one or more processors (25) refuse to accept the setting of the intermediate drop-off location within the intermediate drop-off allowance range when the automatic driving taxi (5) is located outside the intermediate drop-off allowance range and outside the intermediate drop-off location setting range. Claim 6 A vehicle control device according to claim 3, wherein when the automatic driving taxi (5) travels along a driving route from the current location to the desired drop-off location and enters within the range where the intermediate drop-off location can be set, a setting operation screen for setting the intermediate drop-off location is displayed on a display screen placed inside the automatic driving taxi (5). Claim 7 In claim 1, the vehicle control device is configured such that the permissible range for disembarking midway changes according to traffic conditions. Claim 8 A vehicle control device according to claim 1, wherein if the signal for the direction of travel of the automatic driving taxi (5) at an intersection on the driving route (D) of the automatic driving taxi (5) is blue, disembarking from the automatic driving taxi (5) at an intersection is prohibited even if it is within the range where disembarking is permitted, on the driving route (D) within a certain range from the intersection. Claim 9 In claim 1, the vehicle control device is configured such that one or more processors (25) make a display suggesting disembarking from the automatic driving taxi (5) on a display screen placed inside the automatic driving taxi (5) based on at least the time taken by car. Claim 10 In claim 1, the one or more processors (25) are configured to display, when the automatic driving taxi (5) is located within the range for allowing mid-disembarkation or the range for setting mid-disembarkation locations, candidates for multiple mid-disembarkation locations within the range for allowing mid-disembarkation, along with at least one of walking distance and walking time, time taken by car, time until the departure time of the next scheduled vehicle to be boarded, and taxi fare, and the range for setting mid-disembarkation locations is a vehicle control device in which the setting of mid-disembarkation locations within the range for allowing mid-disembarkation locations is received in advance. Claim 11 A vehicle control method comprising: setting a predetermined driving route range from immediately in front of the desired drop-off location to the desired drop-off location in a driving route (D) of the automatic driving taxi (5) configured to face the desired drop-off location of the user of the automatic driving taxi (5) as a mid-way drop-off allowance range that allows mid-way drop-off from the automatic driving taxi (5); receiving the setting of a mid-way drop-off location within the mid-way drop-off allowance range by the user riding in the automatic driving taxi (5) configured to face the desired drop-off location; stopping the automatic driving taxi (5) at the mid-way drop-off location set by the user to allow the user to drop off the automatic driving taxi (5) mid-way; and displaying at least one of a walking distance and walking time, a time taken by car, a time until the departure time of the next scheduled vehicle to be ridden, and a taxi fare on a display screen placed in the automatic driving taxi (5). Claim 12 A non-transient memory medium that stores a command executable by one or more processors and also a command to execute the following functions on said one or more processors, wherein the functions include: setting a predetermined driving route range from immediately in front of said desired drop-off location to said desired drop-off location in a driving route (D) of said automatic driving taxi (5) configured to face said desired drop-off location as a mid-way drop-off allowance range that allows mid-way drop-off from said automatic driving taxi (5); receiving a setting of a mid-way drop-off location within said mid-way drop-off allowance range by said user who is riding in said automatic driving taxi (5) configured to face said desired drop-off location; stopping said automatic driving taxi (5) at said mid-way drop-off location set by said user in order to drop said user off from said automatic driving taxi (5); and displaying at least one of a walking distance and walking time, a time taken by car, a time until the departure time of the next scheduled vehicle to be ridden, and a taxi fare on a display screen placed in said automatic driving taxi (5).

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