Information processing method, information processing device, and program

Abstract

An information processing method according to an embodiment of the present invention is executed by a processor of an information processing device that performs operation management of a plurality of moving bodies which are capable of autonomous driving and are operation management targets of a host base among a plurality of bases, said method comprising: a step in which a notification of autonomous travel inability is received from a moving body belonging to the host base; a step in which, if the notification has been received, on the basis of operation management information for moving bodies belonging to other bases among the plurality of bases other than the host base, options for the response to the autonomous travel inability, the response including the use of resources shared with the other bases, are presented along with selection assistance information; a step in which selection of the response is received; and a step in which an instruction for the received response is issued. Accordingly, in the operation management of autonomously traveling vehicles at a plurality of bases, if a vehicle has entered a state of autonomous travel inability, the response can be performed quickly.

Description

Information processing method, information processing device, and program

[0001] The present invention relates to an information processing method, an information processing device, and a program.

[0002] The introduction of autonomous vehicles has been progressing for the transportation and sales of goods. In the operation management of autonomous vehicles, it has been proposed to automatically adjust remote operation tasks by rerouting or slowing down when autonomous driving is not possible due to road conditions such as during construction.

[0003] Japanese Patent Application Laid-Open No. 2022-019169

[0004] Meanwhile, in order to perform operation management (determining vehicle routes in a management area, whether remote intervention is necessary, battery charging plans, etc.) at a base managed by an operation manager, it has become necessary to operate the vehicle based on resources (remote operators, etc.) and operation conditions (situations in which autonomous driving is not possible) that are shared with other bases. The present invention has been made in consideration of the above, and aims to provide an information processing method, information processing device, and program that perform operation management of autonomous vehicles at multiple bases and, even if an autonomous vehicle becomes unable to drive automatically, are able to quickly perform response processing while minimizing the impact as much as possible.

[0005] The information processing method of the embodiment is an information processing method executed by a processor of an information processing device that manages the operation of multiple mobile bodies capable of autonomous driving that are under the operation management of the local base among multiple bases, and includes the steps of receiving a notification from a mobile body belonging to the local base that it is no longer able to drive autonomously, and upon receiving the notification, presenting options for response processes to the inability to drive autonomously, including the use of shared resources with the other bases, along with selection support information, based on operation management information of mobile bodies that belong to other bases among the multiple bases other than the local base, accepting a selection of the response process, and issuing instructions for the accepted response process.

[0006] FIG. 1 is a block diagram showing the general configuration of an automated driving vehicle operation management system according to an embodiment. FIG. 2 is an explanatory diagram showing the general configuration of an operation management database. FIG. 3 is an explanatory diagram showing an example of the configuration of a base table. FIG. 4 is an explanatory diagram showing an example of the configuration of a management service table. FIG. 5 is an explanatory diagram showing an example of the configuration of a response implementation status table. FIG. 6 is an explanatory diagram showing an example of the configuration of a driving environment information table. FIG. 7 is an explanatory diagram showing an example of the configuration of a traveling vehicle table. FIG. 8 is an explanatory diagram showing an example of the configuration of a remote operation status table. FIG. 9 is an explanatory diagram showing an example of the configuration of a remote operator response base table. FIG. 10 is an explanatory diagram showing an example of the configuration of a provided service table. FIG. 11 is a processing flowchart according to the first embodiment. FIG. 12 is a processing flowchart (part 1) according to the first embodiment. FIG. 13 is a processing flowchart (part 2) according to the first embodiment.

[0007] 1 is a block diagram showing the general configuration of an autonomous vehicle operation management system according to an embodiment. The autonomous vehicle operation management system 10 includes an operation management server 11, an operation management database (DB) 12, operation manager terminals 13-1 and 13-2, a group of remote operator terminals 14, autonomous vehicles 15-1 to 15-6, and a network 16.

[0008] The operation management server 11 manages the entire automated driving vehicle operation management system 10, updates the operation management database 12, and provides various information by referencing the operation management database.

[0009] In this case, as described below, when the operation management server receives a notification from a mobile body belonging to its own base that it is no longer able to drive automatically, it functions as an information presentation unit that presents options for response processes to the inability to drive automatically, including the use of shared resources with other bases, along with selection support information, based on the operation management information of mobile bodies belonging to other bases other than its own base among multiple bases; a selection acceptance unit that accepts the selection of the response process; and a response process instruction unit that gives instructions for the received response process.

[0010] The operation management database 12 is connected to the operation management server 11 via a WAN or LAN. Furthermore, the operation management database 12 stores various information such as operation managers, remote operators, bases, autonomous vehicles, service types, and operation type information in association with each other.

[0011] In this case, a dispatcher is present at each designated base and manages the operation of the autonomous vehicles within that base. Remote operators are shared human resources among multiple bases. One or more bases are assigned to each dispatcher, and autonomous vehicles are assigned to each base as subjects of operation management. The service type refers to the type of service provided by each autonomous vehicle, such as cargo or personnel transportation services, delivery services, mobile advertising services, security services, cleaning services, etc. Operation type information includes, for example, autonomous driving, remote-controlled driving, response operations and processing in the event of an abnormality (including contacting the police, fire department, security personnel, etc., and alarm processing for intruders, etc.), operation routes (including security routes, cleaning routes, etc.), information, operation (service provision) schedule information, etc. The information stored in the operation management database 12 is constantly updated with the latest information.

[0012] The dispatcher terminals 13-1 and 13-2 are terminals used by the dispatcher who manages the operations of bases MA1 and MA2. They display various information, such as the operational status and service type of the vehicles under management, and request remote support from a remote operator terminal. In the following description, the dispatcher terminal 13-1 is the terminal of the dispatcher who manages the operations of the autonomous vehicles at base MA1, and the dispatcher terminal 13-2 is the terminal of the dispatcher who manages the operations of the autonomous vehicles at base MA2. Furthermore, the "own base" refers to a base managed by the dispatcher, and the "other base" refers to a base other than the base managed by the dispatcher A. Therefore, in the above example, the dispatcher's own base for the dispatcher of the dispatcher terminal 13-1 is base MA1, and the other base is base MA2. Similarly, the dispatcher's own base for the dispatcher of the dispatcher terminal 13-2 is base MA2, and the other base is base MA1. In the above example, the dispatcher has one base, but it is also possible to configure the dispatcher to manage multiple bases. When an autonomous driving failure event occurs at the local base, the remote operator at the local base calculates the waiting time for remote intervention based on the local base's vehicle status information, remote operator information, autonomous driving failure event information at other bases, and remote intervention information at other bases, and the operations manager will decide whether to perform remote intervention or reroute, etc. Note that the configuration can also be such that the remote system automatically determines the status of the autonomous driving failure event and notifies the operations manager.

[0013] The manner in which the vehicle is unable to drive automatically may be determined from the remote intervention priority derived from information on the expected time required for remote control to resolve the event, the amount of delay, operation service information, remaining battery charge, charging plan information, the degree of impact on surrounding traffic due to the vehicle being unable to drive automatically, etc.

[0014] In addition, if an autonomous driving failure event is expected to occur at the vehicle's own base (an autonomous driving failure event is predicted to occur), the remote intervention waiting time at the vehicle's own base will be calculated based on the vehicle status information and remote operator information at the vehicle's own base, and the autonomous driving failure event information / anticipated occurrence information of an autonomous driving failure event at other bases, or the remote intervention information / anticipated occurrence information at other bases, and the operations manager will decide whether to reroute or other measures.

[0015] Furthermore, when an operations manager plans a route (develops a schedule and travel route) for a vehicle at his / her base to travel to a destination, the operations manager can determine the travel route based on the remote intervention waiting time at his / her base calculated from the base's travel delay risk map, vehicle status information, remote operator information, and information on automatic driving failure events and expected occurrence of automatic driving failure events at other bases, or remote intervention information and expected remote intervention information at other bases.

[0016] The remote system can also be configured to automatically determine the route based on the waiting time for remote intervention at its own base and notify the operation manager. It is also possible to configure the route determination to use information on the predicted delay time in the event of a re-route when an autonomous driving failure occurs.

[0017] The remote operator terminal group 14 includes a plurality of remote operator terminals 14-1 to 14-3. The remote operator terminals 14-1 to 14-3 are each controlled by a remote operator who is a shared human resource of the automated vehicle operation management system 10, and perform the remote operation described below.

[0018] The remote operations of the remote operator can be defined as, for example, operations for ensuring safety, operations for ensuring social acceptability, and operations for ensuring service quality. More specifically, the operations for ensuring safety include remote control, safety confirmation, and departure instructions.

[0019] Furthermore, operations to ensure social acceptability include traffic smoothing speech control and traffic smoothing driving control (calling out "please go ahead", etc., dealing with children [driving control with ample distance and time, etc.]), telephone response, etc. Furthermore, operations to ensure service quality include departure instructions for tour agent services, video surveillance in security services, communication by telephone with potential customers in the vicinity of mobile sales services, stopping, and additional driving for sales promotions.

[0020] It is also possible to calculate the remote intervention waiting time at the home base based on the vehicle status information and remote operator information at the home base, the autonomous driving failure event information at other bases, and the remote intervention information at other bases, and to dynamically change whether or not to implement operations to ensure social acceptability and optional operations to ensure service quality. Furthermore, when an autonomous driving failure event occurs at the home base and the operations manager decides to intervene remotely, the remote operators in charge of other bases are notified of driving environment information such as the speed limit at the home base.

[0021] In addition, when adjusting the group of remote operator response base areas according to the load of each remote operator and the number of autonomous driving failure events occurring at each base, it is also possible to configure the system to notify the operation manager of the base of the remote operator information and notify the remote operator of the response base adjustment.

[0022] The autonomous vehicles 15-1 to 15-6 are configured to perform autonomous driving based on a predetermined schedule and a predetermined travel route using an autonomous driving application program that uses ultrasonic sensors, TOF (Time of Flight) sensors, GNSS (Global Navigation Satellite System), etc., and are configured to perform autonomous driving by referring to the information. If autonomous driving cannot be continued for some reason, such as road conditions (e.g., the presence of an obstacle), the autonomous vehicles are configured to stop at the relevant location and notify the fleet management server 11 that the autonomous driving is disabled. Furthermore, the autonomous vehicles 15-1 to 15-6 can be remotely operated by a remote operator using the remote operator terminals 14-1 to 14-3. Furthermore, if the remote operator is unable to remotely respond or if remote response by the remote operator would take too long, the autonomous vehicles 15-1 to 15-6 continue autonomous driving based on reroute information (new travel route) provided by the fleet management server 11.

[0023] Next, the configuration of the operation management database 12 will be described. Fig. 2 is a diagram illustrating the outline of the configuration of the operation management database. The operation management database 12 includes a base table 12A, a management service table 12B, a response implementation status table 12C, a driving environment information table 12D, a traveling vehicle table 12E, a remote operation status table 12F, a remote operator support base table 12G, and a provided service table 12H.

[0024] 3 is an explanatory diagram of an example of the configuration of the base table. The base table 12A is a table showing the correspondence between the operations manager and the base where the operations manager manages operations. Specifically, the base table 12A includes operations manager ID data 12A1 that identifies the operations manager, and base ID data 12A2 that identifies the base in association with the operations manager ID data 12A1.

[0025] Specifically, for example, the operations manager identified by operations manager ID = 1 performs operations management at the base identified by base ID = "MA1." Note that the example in Figure 3 shows a case where one operations manager performs operations management at one base, but this is not limited to this, and it is also possible to configure one operations manager to perform operations management at multiple bases. In this case, multiple base IDs will be included in the base ID data 12A2.

[0026] 4 is an explanatory diagram of an example of the configuration of the management service table. The management service table 12B is a table showing the correspondence between the operations manager and the management service managed by the operations manager. Specifically, the management service table 12B includes operations manager ID data 12B1 that identifies the operations manager, and management service ID data 12B2 that identifies the management service in association with the operations manager ID data 12B1.

[0027] Specifically, for example, the operation manager identified by operation manager ID = 1 manages two management services identified by management service IDs = "1, 2." Types of management services include goods collection services, delivery services, sales services, and personnel movement services. Note that in the example of Figure 3, multiple operation managers each manage a different management service, but it is also possible for them to manage the same management service.

[0028] FIG. 5 is an explanatory diagram of an example of the configuration of a response implementation status table. The response implementation status table 12C is a table showing the implementation status of responses when an autonomous driving disabled event occurs. Specifically, the table includes task ID data 12C1, remote response type data 12C2, required remote resolution time data 12C3, response status data 12C4, autonomous driving disabled vehicle ID data 12C5, occurrence base ID data 12C6, and priority data 12C7. Specifically, the task ID data 12C1 is data for identifying each autonomous driving disabled event that has occurred as a task, and a unique value is assigned to each task. The remote response type data 12C2 is data indicating the type of remote response taken in response to the autonomous driving disabled event that has occurred, such as driving (remote driving), safety confirmation, or telephone call. The required remote resolution time data 12C3 is data indicating the time required to resolve the autonomous driving disabled event if a remote response is taken. The response status data 12C4 is data indicating the response status made in response to an automatic driving failure event that has occurred, and records whether the response has been made or not, and if the response has been made, the details of the response. For example, it is recorded as "remotely controlled," "rerouted," "not yet responded," etc. The automatic driving failure vehicle ID data 12C5 is data for identifying the automatic driving vehicle that has become unable to drive automatically. The occurrence location ID data 12C6 is data for identifying the location corresponding to the automatic driving vehicle that has become unable to drive automatically. The priority data 12C7 is data indicating the priority of the response (order of response) for the response to the automatic driving failure state, and is predetermined for each situation that has led to the automatic driving failure.

[0029] FIG. 6 is an explanatory diagram of an example of the configuration of a driving environment information table. The driving environment information table 12D shows information about the environment in which the autonomous vehicle is driving, and records conditions to be considered when scheduling the autonomous driving, setting the driving route, or when a remote operator remotely controls the vehicle. The driving environment information table 12D includes base ID data 12D1, driving environment data 12D2, and pedestrian density data 12D3. Specifically, the base ID data 12D1 is data for identifying the base to which the autonomous vehicle belongs for operational management purposes. The driving environment data 12D2 represents the environment in which the autonomous vehicle is actually driving, and records information for identifying laws, regulations, etc. that must be followed depending on the environment in which the autonomous vehicle is to drive. This allows the maximum driving speed during autonomous driving, the route to be traveled, etc. to be determined. The crowd density data 12D3 is used to set schedules or routes, or to alert remote operators, taking into account that the more pedestrians there are, the more careful automated driving is required, and that even when traveling the same distance, reducing the travel speed or increasing the number of stops will reduce the effective travel speed and increase the time required for travel.

[0030] FIG. 7 is an explanatory diagram of an example of the configuration of a traveling vehicle table. The traveling vehicle table 12E includes base ID data 12E1 and traveling vehicle ID data 12E2. Specifically, the base ID data 12E1 is data for identifying the base to which an autonomously driven vehicle belongs for operational management purposes. The traveling vehicle ID data 12E2 is data for identifying an autonomously driven vehicle. In other words, the data is used to identify an autonomously driven vehicle and set a schedule or route, or to identify an autonomously driven vehicle that is experiencing an autonomous driving failure event and take action.

[0031] 8 is an explanatory diagram of an example of the configuration of a remote operation status table. The remote operation status table 12F records various information regarding remote responses to autonomously driven vehicles that are experiencing an autonomous driving inoperable event. The remote operation status table 12F includes remote operator ID data 12F1, task execution status data 12F2, task ID data 12F3, task queue data 12F4, predicted time data for all tasks to be completed 12F5, compatible driving environment data 12F6, and compatible vehicle model data 12F7.

[0032] Specifically, the remote operator ID data 12F1 is data for identifying the remote operator who is actually in charge of remote operation (driving, safety confirmation, calls, etc.). It is used to assign the remote operator to a remote response task or to grasp the qualifications required for remote response (vehicle types that can be remotely handled, driving speeds that can be handled remotely, etc.). The task execution status data 12F2 records information on whether a remote response task is being executed.

[0033] The task ID data 12F3 is data for identifying a remotely supported task. When the remotely supported task identified by the task ID data 12F3 is made up of multiple tasks (for example, when the tasks include a safety check and a phone call), the task queue data 12F4 stores one or more task IDs in the order in which they should be processed. The example in Figure 8 shows a case in which the remotely supported task P identified by the task ID data 12F3 is made up of the remotely supported task P and one remotely supported task P+1 identified by the task queue data 12F4.

[0034] The predicted total task completion time data 12F5 records the predicted time from the start to the completion of a remotely-operated task identified by the task ID data 12F3, or a remotely-operated task identified by the task ID data 12F3 and the task queue data 12F4. This data is taken into consideration when assigning a remote operator to a remotely-operated task. The supported driving environment data 12F6 represents the environment in which the autonomous vehicle actually drives and records information for identifying laws, regulations, etc. that must be complied with depending on the environment in which the vehicle is intended to drive. This data identifies the maximum travel speed during autonomous driving, the route to be traveled, etc., and is taken into consideration when assigning a remote operator to a remotely-operated task. The supported vehicle model data 12F7 is information for identifying the vehicle model of the autonomous vehicle to be remotely operated, making it possible to specify the vehicle size (e.g., medium-sized, small, etc.) and allowable speed range (e.g., medium speed, constant speed, etc.). This data is used to assign qualified remote operators, as the vehicle types that can be remotely operated vary depending on the remote operator's qualifications.

[0035] FIG. 9 is an explanatory diagram of an example of the configuration of a remote operator support location table. The remote operator support location table 12G records information about the locations where remote operators are actually working. This is used to identify the locations where remote operators are actually working, since remote operators are human resources that can coexist at multiple locations. The remote operator support location table 12G includes remote operator ID data 12G1 and support location ID data 12G2. Specifically, the remote operator ID data 12F1 is data for identifying the remote operator who is actually in charge of remote operations (driving, safety checks, calls, etc.). This data is used to identify the remote operator who is actually working remotely.

[0036] The response location ID data 12G2 is data for identifying the location where the remote operator is actually responding. If the response location ID data 12G2 does not contain a response location ID, it is easy to understand that a new remote response can be assigned.

[0037] FIG. 10 is an explanatory diagram of an example of the configuration of the provided service table. The provided service table 12H records information for identifying the services provided at each base station and the service providers (servicers) that provide them. This information is used as a notification destination when an issue cannot be resolved by remote support or automatic support such as rerouting. The provided service table 12H includes managed service ID data 12H1 and service provider data 12H2. The managed service ID data 12H1 records one or more pieces of data for identifying the services provided by each service provider. The service provider data 12H2 records information for identifying the company that actually provides the service.

[0038] [1] First Embodiment Next, the processing of the first embodiment will be described. Fig. 11 is a processing flowchart of the first embodiment. This first embodiment is an embodiment in which the dispatcher is allowed to select either remote response by a remote operator or automatic rerouting.

[0039] In the following description, an example will be described in which the operations manager of the operations manager terminal 13-1 in FIG. 1 deals with an autonomous driving disabled event that has occurred in the autonomous driving vehicle 15-2 at base MA1.

[0040] When an autonomous driving impossibility event occurs in autonomous vehicle 15-2 at base MA1, the operations manager of operations manager terminal 13-1 notifies the operations manager of autonomous vehicle 15-2 via network 16 to the operations management server 11 (step S11). As a result, the operations management server 11 acquires autonomous driving impossibility event information from all bases, including the status of response measures (step S12).

[0041] Specifically, the fleet management server 11 refers to the response implementation status table 12C, the driving environment information table 12D, and the driving vehicle table 12E in the fleet management database 12 to obtain automatic driving impossibility event information for all bases.

[0042] Next, the fleet management server 11 refers to the remote operation status table 12F, the remote operator support base table 12G, and the provided service table 12H in the fleet management database 12 to obtain remote operator information including information on remote support in progress (step S13).

[0043] Next, the fleet management server 11 calculates remote operation load information (step S14). In this case, the remote operation load information is calculated as follows: Remote operation load information = (number of unaddressed autonomous driving disabled events at all bases × required remote operation time) / number of remote operators. In other words, a representative value of the remote operation load for the remote operators is calculated.

[0044] Then, the fleet management server 11 notifies the fleet manager terminal 13-1 (of its fleet manager) corresponding to the base where the current autonomous driving failure event occurred (step S15).

[0045] As a result, based on the notified and displayed remote operation load information, the operations manager of the operations manager terminal 13-1 determines the response process to the automatic driving failure event (for example, either remote response by a remote operator or automatic response [reroute] by the operations management server 11), and directly requests the remote operator corresponding to the remote operator terminal 14-1 to 14-3 that is determined to be able to respond, or indirectly requests the remote operator corresponding to the remote operator terminal 14-1 to 14-3 that is determined to be able to respond via the operations management server 11, or instructs the operations management server 11 to reroute as an automatic response (step S16).

[0046] As described above, according to the first embodiment, the operations manager who manages operations at the base where an automatic driving failure event has occurred can select an appropriate response based on the remote operation load information calculated by the operations management server 11, and can respond to the automatic driving failure event quickly and efficiently.

[0047] [2] Second Embodiment Next, the processing of the second embodiment will be described. Unlike the first embodiment, the second embodiment is an embodiment in which the fleet management server 11 automatically responds to an autonomous driving failure event without consulting the fleet manager. FIG. 12 is a processing flowchart (part 1) of the first embodiment. FIG. 13 is a processing flowchart (part 2) of the first embodiment. First, the fleet management server 11 detects an increase or decrease in the number of autonomous driving failure events due to the occurrence of an autonomous driving failure event or the completion of a response to an autonomous driving failure event (step S21). As a result, the fleet management server 11 acquires autonomous driving failure event information for all bases, including the response implementation status (step S22).

[0048] Specifically, the fleet management server 11 refers to the response implementation status table 12C, the driving environment information table 12D, and the driving vehicle table 12E in the fleet management database 12 to obtain automatic driving impossibility event information for all bases.

[0049] Next, the fleet management server 11 references the remote operation status table 12F, the remote operator support base table 12G, and the provided service table 12H in the fleet management database 12 to acquire remote operator information, including information on remote support (step S23). Next, the fleet management server 11 determines whether the number of unsupported remote operators, who are not remotely supporting the vehicle, is less than the number of unsupported autonomous driving events at that time (step S24). If the determination in step S24 is that the number of unsupported remote operators, who are not remotely supporting the vehicle, is less than the number of unsupported autonomous driving events at that time (step S24; Yes), the fleet management server 11 sorts the unsupported autonomous driving events in order of processing priority and registers them in an unsupported list (step S25). Next, the fleet management server 11 resets the task queue that stores the tasks assigned to each remote operator (step S26). Next, the fleet management server 11 extracts the highest priority autonomous driving events from the unsupported list (step S27). Then, the fleet management server 11 refers to the remote operation status table 12F and acquires the remote operator with the shortest total task completion time and the total task completion time of the remote operator (step S28).

[0050] Next, as shown in Figure 13, the fleet management server 11 determines whether the expected delay time for the autonomous vehicle relative to the specified schedule when the remote operator responds to the unaddressed autonomous driving failure event after the current completion time of all tasks will be equal to or greater than the expected delay time for the specified schedule when the fleet management server 11 responds by automatic response such as rerouting, i.e., whether the remote response by the remote operator will take longer (step S30).

[0051] In the judgment of step S30, if the estimated delay time of the autonomous vehicle relative to the specified schedule when the remote operator responds to the unaddressed autonomous driving disabled event after the current completion time of all tasks is shorter than the estimated delay time relative to the specified schedule when the fleet management server 11 responds by automatic response such as rerouting, i.e., if remote response by the remote operator takes less time (step S30; No), the fleet management server 11 adds the unaddressed autonomous driving disabled event to the task queue of the operator (step S31), and proceeds to processing at step S32.

[0052] In the judgment of step S30, if the predicted delay time of the autonomous vehicle relative to the specified schedule when the remote operator responds to the unaddressed autonomous driving disablement event after the current completion time of all tasks is equal to or greater than the predicted delay time relative to the specified schedule when the operation management server 11 responds by automatic response such as rerouting (step S30; Yes), the operation management server 11 performs a reroute (resetting the travel route) and instructs the autonomous vehicle to respond automatically according to the new travel route (step S35).

[0053] Next, the fleet management server 11 determines whether there are any unaddressed events (step S32). If it is determined in step S32 that there are no unaddressed events (step S32; Yes), the fleet management server 11 calculates remote operation load information (step S33). In this case, the remote operation load information is calculated as follows: Remote operation load information = (number of unaddressed autonomous driving disabled events at all bases × required remote time) / number of remote operators In other words, a representative value of the remote operation load for the remote operators is calculated.

[0054] Then, the operation management server 11 notifies the operation manager terminal 13-1 (of its operation manager) corresponding to the base where the automatic driving failure event occurred of the response to the automatic driving failure event, the calculated remote operation load information, and the estimated remote response waiting time information, and ends the processing (step S34).

[0055] In the determination at step S32, if there is an unhandled event (step S32; No), the process returns to step S27, where the above-described process is performed.

[0056] On the other hand, if the judgment in step S24 is that the number of unremotely responsive remote operators, who are remote operators who are not responding remotely, is greater than or equal to the number of unresponsive autonomous driving impediments at that time (step S24; No), the fleet management server 11 assigns the unresponsive autonomous driving impediments to the unremotely responsive remote operators (step S29), and the fleet management server 11 calculates remote operation load information (step S33).

[0057] Then, the operation management server 11 notifies the operation manager terminal 13-1 (of its operation manager) corresponding to the base where the automatic driving failure event occurred of the response to the automatic driving failure event, the calculated remote operation load information, and the estimated remote response waiting time information, and ends the processing (step S34).

[0058] As explained above, according to the second embodiment, the operation management server 11 can respond quickly to an event where automatic driving is not possible, reducing the number of events that must be decided by the operation manager who manages operations at the base where the automatic driving is not possible, thereby reducing the burden on the operation manager and allowing the automatic driving is not possible to be responded to quickly and efficiently.

[0059] [3] Modified example of embodiment The operation management server of this embodiment is equipped with a control device such as an MPU (processor), a storage device such as a ROM (Read Only Memory) or RAM, an external storage device such as an HDD or SSD, a display device such as a display device, and input devices such as a keyboard or a mouse, and has a hardware configuration that uses a normal computer.

[0060] The program executed by the fleet management server of this embodiment is provided as an installable or executable file recorded on a computer-readable recording medium such as a USB memory, a semiconductor storage device such as an SSD, or a DVD (Digital Versatile Disk).

[0061] The program executed by the fleet management server of this embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. The program executed by the fleet management server of this embodiment may be provided or distributed via a network such as the Internet. The program of the fleet management server of this embodiment may be provided by being pre-installed in a ROM or the like.

[0062] Although several embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their modifications are included within the scope and spirit of the invention, and are also included in the scope of the invention and its equivalents as defined in the claims.

[0063] For example, if one base has a high number of remote responses (safety checks / remote control) and a pile of tasks, while another base has fewer remote responses but a small pile of tasks, the priority of tasks for the remote operator can be determined based on the following: The driving delay time relative to the specified time of arrival at the destination (for security and other tasks where there are no strict restrictions on the time of arrival at the destination, this can be the "estimated time of arrival at the destination"). The allowable stopping time set based on the stopping position of the autonomous vehicle (for example, if in front of a parking lot or building entrance, the allowable stopping time is short as it will need to move away quickly, but it is long if there is no problem with stopping for a long time, such as in a park).

[0064] The system can also be configured to dynamically adjust safety, acceptability, and service tasks according to the remote intervention load level, including other locations. Specifically, when the remote intervention load is high, optional service tasks to improve service quality are not performed (for example, a task of driving to a location where there are likely to be customers when there are no customers nearby in a mobile sales business, or a task of driving around in an advertising service, where driving time is reduced by canceling some of the tasks of driving around and extending the stop time).

[0065] In addition, it is possible to change the dispatch of vehicles to suppress the occurrence of remote intervention and suppress the deterioration of service quality (dispatch vehicles so as to reduce delays) according to the remote intervention load level including other bases. Specifically, the remote intervention load level including other bases is displayed, the driving time required for the service is recalculated (as there may be delays due to the time waiting for remote intervention), and the service start time is changed.

[0066] [Additional Notes] This embodiment can also be implemented in the following ways. [1] First Aspect An information processing device that manages the operation of multiple mobile objects capable of autonomous driving and that are subject to operation management by a base among multiple bases, the information processing device comprising: an information presentation unit that, when a notification is received from a mobile object belonging to the base that autonomous driving is no longer possible, presents options for response to the autonomous driving failure, including the use of shared resources with the other bases, along with selection support information, based on operation management information of mobile objects belonging to bases other than the base among the multiple bases; a selection acceptance unit that accepts the selection of the response process; and a response process instruction unit that issues an instruction for the accepted response process. According to the above aspect, the operation of autonomously driven vehicles is managed at multiple bases, and even if an autonomously driven vehicle becomes unable to autonomously drive, response process can be performed quickly while minimizing the impact as much as possible. Furthermore, in the above aspect, the response process can include rerouting and remote response process by a shared operator as the shared resource. The operation management information of the other base may also include the response status of the other base for the mobile body that has become unable to autonomously travel and, if there is a shared operator who is responding, information about the shared operator. The information for making the selection may also be configured to include the response status of the other base for the mobile body that has become unable to autonomously travel and, if there is a shared operator who is responding, information about the operator. Furthermore, the home base may be configured to include multiple bases.[2] Second Aspect A program for controlling an information processing device that manages the operation of multiple autonomously driving mobile objects that are subject to operation management by a base, among multiple bases, by a computer. The program causes the computer to execute the following steps: receiving a notification from a mobile object belonging to the base that autonomous driving has become impossible; upon receiving the notification, presenting, together with selection support information, options for response processes to the autonomous driving failure, including the use of shared resources with the other bases, based on operation management information of mobile objects belonging to bases other than the base; accepting the selection of the response process; and issuing an instruction for the accepted response process. According to the above aspect, an information processing device can be realized that manages the operation of autonomously driving vehicles at multiple bases and, even if an autonomously driving vehicle becomes unable to autonomously drive, can quickly perform response processes while minimizing the impact as much as possible. Furthermore, in the above aspect, the response processes can include rerouting and remote response processes by a shared operator as the shared resource. Furthermore, the operation management information of the other bases can also include the response status of the mobile object that has become unable to autonomously drive at the other bases and, if there is a shared operator, information about the shared operator who is responding. Furthermore, the information for making the selection can be configured to include the status of response to the moving object that has become unable to autonomously travel at other bases and, if there is an operator in charge, information on that operator. Furthermore, the home base can be configured to include multiple bases.

[0067] 10 Autonomous driving vehicle operation management system 11 Operation management server 12 Operation management database (DB) 12A Base table 12A1, 12B1 Operation manager ID data 12A2, 12D1, 12E1 Base ID data 12B Management service table 12B2, 12H1 Management service ID data 12C Response implementation status table 12C1, 12F3 Task ID data 12C2 Remote response type data 12C3 Required remote resolution time data 12C4 Response status data 12C5 Autonomous driving disabled vehicle ID data 12C6 Occurrence base ID data 12C7 Priority data 12D Driving environment information table 12D2 Driving environment data 12D3 People density data 12E Driving vehicle table 12E2 Driving vehicle ID data 12F Remote operation status table 12F1, 12G1 Remote operator ID data 12F2 Task execution status data 12F4 Task queue data 12F5 Task completion predicted time data 12F6 Supported driving environment data 12F7 Supported vehicle model data 12G Remote operator support base table 12G2 Supported base ID data 12H Provided service table 12H2 Service company data 13-1, 13-2 Operation manager terminal 14 Remote operator terminal group 14-1, 14-2, 14-3 Remote operator terminal 15-1, 15-2, 15-3, 15-4, 15-5, 15-6 Autonomous driving vehicle 16 Network MA1, MA2, MAn Base

Claims

1. An information processing method executed by a processor of an information processing device that manages the operation of multiple mobile bodies capable of autonomous driving that are subject to the operation management of a base out of multiple bases, comprising the steps of: receiving a notification from a mobile body belonging to the base that autonomous driving is no longer possible; upon receiving the notification, presenting options for response processes to the no longer being able to autonomously drive, including the use of shared resources with other bases, together with selection support information, based on the operation management information of mobile bodies belonging to other bases out of the multiple bases; accepting a selection of the response process; and issuing instructions for the accepted response process.

2. The information processing method according to claim 1, wherein the response processing includes a rerouting process and a remote response processing by a shared operator as the shared resource.

3. The information processing method according to claim 2, wherein the operation management information of the other base includes the response status of the mobile body that has become unable to drive automatically at the other base and, if there is a shared operator who is responding, information about the shared operator.

4. An information processing method as described in claim 1, wherein the information for making the selection includes the response status of the mobile body that has become unable to drive automatically at other bases and, if there is an operator in charge, information about that operator.

5. The information processing method according to claim 1, wherein the home base includes a plurality of bases.

6. An information processing device that performs operation management of multiple mobile bodies capable of autonomous driving that are subject to operation management at a base among multiple bases, the information processing device comprising: an information presentation unit that, when notified by a mobile body belonging to the base that autonomous driving is no longer possible, presents options for response to the no longer being able to autonomously drive, including the use of shared resources with the other bases, along with selection support information, based on operation management information of mobile bodies belonging to bases other than the base among the multiple bases; a selection acceptance unit that accepts the selection of the response process; and a response process instruction unit that gives instructions for the received response process.

7. A program for controlling an information processing device that manages the operation of multiple mobile bodies capable of autonomous driving that are subject to the operation management of a base out of multiple bases, by a computer, the program causing the computer to execute the following steps: receiving a notification from a mobile body that belongs to the base that it is no longer able to drive autonomously; upon receiving the notification, presenting options for response to the no longer being able to drive autonomously, including the use of shared resources with other bases, together with selection support information, based on the operation management information of mobile bodies that belong to other bases out of the multiple bases; accepting the selection of the response process; and issuing instructions for the accepted response process.

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