Information processing method and information processing device

Abstract

This information processing method causes at least one controller to execute: processing (S1) for determining whether or not a first vehicle is being tailgated by a second vehicle, or whether or not there is a risk to the first vehicle due to dangerous driving of the second vehicle; when it is determined that the first vehicle is being tailgated by the second vehicle, or when it is determined that there is a risk to the first vehicle due to dangerous driving of the second vehicle, processing (S3) for predicting a path that the second vehicle is likely to follow; and processing (S4, S5) for assisting driving of the first vehicle so that the first vehicle follows a different path from the path of the second vehicle.

Description

Information processing method and information processing device

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

[0002] The tailgating prevention system described in Patent Document 1 listed below detects that a first vehicle is being tailgated by a second vehicle, and causes the first vehicle to change lanes or stop on the side of the road.

[0003] JP 2019-119371 A

[0004] When a first vehicle is subjected to road rage by a second vehicle or when the first vehicle is at risk due to reckless driving by the second vehicle, there is a risk that the road rage or reckless driving cannot be suppressed even if the first vehicle changes lanes or stops on the shoulder of the road. The present invention aims to suppress road rage by a second vehicle against a first vehicle or reckless driving by the second vehicle that poses a risk to the first vehicle.

[0005] In one aspect of the information processing method of the present invention, at least one controller is caused to perform the following processes: determining whether a first vehicle is being tailgated by a second vehicle or whether there is a risk to the first vehicle due to the reckless driving of the second vehicle; predicting the path of the second vehicle when it is determined that the first vehicle is being tailgated by the second vehicle or when it is determined that there is a risk to the first vehicle due to the reckless driving of the second vehicle; and assisting the driving of the first vehicle in making the path of the first vehicle different from the path of the second vehicle.

[0006] According to the present invention, it is possible to prevent a second vehicle from tailgating a first vehicle or a second vehicle from driving recklessly, which poses a risk to the first vehicle. The objects and advantages of the present invention are realized and attained by using the elements and combinations set forth in the appended claims. It should be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not intended to limit the invention as claimed.

[0007] FIG. 1 is a schematic configuration diagram of an example of a vehicle dispatch system. FIG. 2 is a block diagram of an example of the functional configuration of a first controller. (a) and (b) are explanatory diagrams of a method for suppressing tailgating. FIG. 3 is a block diagram of an example of the functional configuration of a second controller. FIG. 4 is a block diagram of an example of the functional configuration of a third controller. FIG. 5 is a flowchart of an example of an information processing method. FIG. 6 is a flowchart of an example of a need determination process.

[0008] FIG. 1 is a schematic diagram of an example of a vehicle dispatch system according to an embodiment. The vehicle dispatch system 1 according to the embodiment is a system that dispatches vehicles (hereinafter sometimes referred to as "service vehicles") to be used for a passenger transport service (transportation service) that transports a user in response to a vehicle dispatch request in which the user requests the dispatch of a vehicle. The vehicle dispatch system 1 includes a server device 2, a service vehicle 3, and a terminal device 4 carried by the user. Hereinafter, the passenger transport service provided by the vehicle dispatch system 1 may be simply referred to as the "passenger transport service." The service vehicle 3 is an example of a "first vehicle" as defined in the claims.

[0009] The server device 2 includes a communication device 20, a map database (map DB) 21, a user information database (user information DB 22), a reservation information database (reservation information DB) 23, and a first controller 25. The communication device 20 provides a communication function between the first controller 25 and an external device. The communication method used by the communication device 20 may be, for example, wired communication or wireless communication via a public mobile communication network, satellite communication, road-to-vehicle communication with the service vehicle 3, or the like. The first controller 25 transmits and receives data to and from the service vehicle 3 and the terminal device 4 via the communication device 20.

[0010] The map DB 21 stores map information including information about roads in an area where the passenger transport service is provided. For example, the map information may be a navigation map that can be used to calculate a route from a boarding point where a user boards the service vehicle 3 to a destination. The user information DB 22 stores user information that is information about users who use the passenger transport service. The user information may be required information (such as the user's name, address, and payment account) and identification information entered by the user when creating an account for the passenger transport service.

[0011] The reservation information DB 23 stores reservation information for passenger transportation services. For example, the reservation information DB 23 stores necessary reservation information such as user identification information, desired boarding point, destination (desired disembarking point), and number of passengers. The first controller 25 executes information processing in the server device 2. The first controller 25 may include a processor 25a and peripheral components such as a storage device 25b. The processor 25a may be, for example, a CPU or an MPU. This also applies to the processors 37a and 43a described below. The storage device 25b may include any of a semiconductor storage device, a magnetic storage device, and an optical storage device. The storage device 25b may include memory such as ROM and RAM used as a main storage device, a register, and a cache memory. This also applies to the storage devices 37b and 43b described below. The functions of the first controller 25 described below are realized, for example, by the processor 25a executing a computer program stored in the storage device 25b.

[0012] The service vehicle 3 is a vehicle that operates in response to requests from users of the passenger transport service (a so-called on-demand transportation vehicle), and may be, for example, a shared taxi or a robot taxi. The service vehicle 3 may be an autonomous vehicle that is automatically driven by the second controller 37 according to route information transmitted from the server device 2 without the involvement of a driver. The service vehicle 3 may also be a manually driven vehicle that is driven by a driver (human). In this case, the service vehicle 3 can present the route information transmitted from the server device 2 to the driver, thereby assisting the driver in driving the service vehicle 3 according to the route information. In this specification, an example will be described in which the service vehicle 3 is an autonomous vehicle.

[0013] The service vehicle 3 includes a surrounding environment sensor 30, a vehicle sensor 31, a positioning device 32, a map database (map DB) 33, a communication device 34, a human-machine interface (HMI) 35, a second controller 37, and an actuator 38. The surrounding environment sensor 30 detects the surrounding environment of the service vehicle 3, such as the relative position of the service vehicle 3 and an object present around the service vehicle 3, the distance between the service vehicle 3 and the object, and the direction in which the object is present. The surrounding environment sensor 30 may include, for example, a camera that captures images of the surrounding environment of the service vehicle 3. Furthermore, for example, the surrounding environment sensor 30 may include a ranging device such as a laser range finder (LRF), radar, or LiDAR (Light Detection and Ranging) laser radar. The surrounding environment sensor 30 may include a microphone that detects sounds around the service vehicle 3. The surrounding environment sensor 30 outputs surrounding environment information, which is information about the detected surrounding environment of the service vehicle 3, to the second controller 37.

[0014] The vehicle sensor 31 detects various information (vehicle state) obtained from the service vehicle 3. For example, the vehicle sensor 31 may include a vehicle speed sensor that detects the traveling speed (vehicle speed) of the service vehicle 3, a wheel speed sensor that detects the rotational speed of each tire equipped on the service vehicle 3, a three-axis acceleration sensor (G sensor) that detects the acceleration (including deceleration) in three axial directions of the service vehicle 3, a steering angle sensor that detects the steering angle, a gyro sensor that detects the angular velocity generated in the service vehicle 3, and a yaw rate sensor that detects the yaw rate. The vehicle sensor 31 outputs vehicle state information to the second controller 37. The positioning device 32 measures the current position and attitude of the service vehicle 3. For example, the positioning device 32 may include a Global Navigation System (GNSS) receiver. The positioning device 32 may also include an inertial navigation system. The positioning device 32 outputs the measured current position information to the second controller 37. The map DB 33 stores map information. The map information may include navigation map data and high-precision map data suitable as a map for automated driving (hereinafter simply referred to as "high-precision map").

[0015] The communication device 34 provides a communication function between the service vehicle 3 and an external device. The communication method used by the communication device 34 may be, for example, wireless communication via a public mobile communication network, satellite communication, road-to-vehicle communication, etc. The service vehicle 3 transmits and receives data to and from the server device 2 and the terminal device 4 via the communication device 34. The HMI 35 is an interface device that exchanges information between a user in the service vehicle 3 and the second controller 37. For example, the HMI 35 may include a display device visible to the user as an interface that presents visual information. The HMI 35 may also include a speaker or buzzer as an interface that presents auditory information. The HMI 35 may also include an interface (e.g., a touch panel, a button, a switch) that accepts operational input from the user. If the service vehicle 3 is a manually driven vehicle that is manually driven by a driver, the HMI 35 may also be used as an interface device that exchanges information between the driver and the second controller 37.

[0016] The second controller 37 is an electronic control unit (ECU) that controls the service vehicle 3. The second controller 37 includes a processor 37a and peripheral components such as a storage device 37b. The functions of the second controller 37 described below are realized, for example, by the processor 37a executing a computer program stored in the storage device 37b. For example, if the service vehicle 3 is an autonomous vehicle, the second controller 37 performs autonomous driving control to drive the service vehicle 3 along route information transmitted from the server device 2 based on ambient environment information and vehicle state information from the ambient environment sensor 30, the positioning results of the positioning device 32, and the high-precision map in the map DB 33. The actuator 38 operates the steering device, drive device, and braking device of the service vehicle 3 in response to control signals generated by the second controller 37 to generate vehicle behaviors of the service vehicle 3, thereby automatically driving the service vehicle 3. The actuator 38 includes a steering actuator, an accelerator opening actuator, and a brake control actuator.

[0017] The terminal device 4 is an information processing device used by a user of the passenger transportation service. The terminal device 4 may be, for example, a portable personal digital assistant or a small, easily portable computer. The terminal device 4 includes a positioning device 40, a communication device 41, an HMI 42, and a third controller 43. The positioning device 40 measures the current location of the terminal device 4 (i.e., the user's current location). For example, the positioning device 40 may include a GNSS receiver. The positioning device 40 outputs current location information of the terminal device 4 (i.e., the user's current location information) to the third controller 43. The communication device 41 provides a communication function between the terminal device 4 and an external device. The communication method used by the communication device 41 may be, for example, wireless communication via a public mobile communication network, satellite communication, or the like. The terminal device 4 transmits and receives data to and from the server device 2 and the service vehicle 3 via the communication device 41.

[0018] The HMI 42 is an interface device that exchanges information between the terminal device 4 and the user. The HMI 42 may include a display device as an interface for presenting visual information. The HMI 35 may also include an interface for presenting auditory information (such as a speaker or buzzer) and an interface for accepting user input. The third controller 43 is an electronic control unit that controls the operation of the terminal device 4. The third controller 43 includes a processor 43a and peripheral components such as a storage device 43b. When reserving a passenger transportation service, the terminal device 4 accepts the user's input of reservation information via the HMI 42. For example, the user inputs necessary information including the user's identification information, desired boarding point, destination (desired disembarking point), number of passengers, etc. The third controller 43 generates a vehicle dispatch request for submitting a passenger transportation service reservation based on the input information. The third controller 43 transmits the vehicle dispatch request information to the server device 2 via the communication device 41.

[0019] FIG. 2 is a block diagram of an example of the functional configuration of the first controller 25. The reservation information acquisition unit 60 acquires information on the dispatch request transmitted by the terminal device 4 as reservation information and stores it in the reservation information DB 23. The location information acquisition unit 61 acquires current location information of the service vehicle 3 and current location information of the terminal device 4 transmitted from the service vehicle 3 and the terminal device 4. The service vehicle dispatch unit 62 determines the service vehicle 3 to be dispatched to the user based on the reservation information and the current location information of the service vehicle 3. The target driving route setting unit 63 determines the boarding point where the user will board the service vehicle 3 based on the desired boarding point in the reservation information, and sets a target driving route for traveling from the boarding point to the destination. The target driving route setting unit 63 also calculates the estimated time at which the service vehicle 3 will arrive at the boarding point as the estimated meeting time. The estimated arrival time calculation unit 65 calculates the time at which the service vehicle 3 will arrive at the destination (estimated arrival time). The target driving route transmission unit 64 transmits information on the boarding point, destination, target driving route, estimated meeting time, and estimated arrival time to the service vehicle 3 and the terminal device 4.

[0020] The second controller 37 of the service vehicle 3 transmits the ambient environment information detected by the ambient environment sensor 30 to the server device 2. The tailgating determination unit 66 determines, based on the ambient environment information, whether the service vehicle 3 is being tailgated by another vehicle in the vicinity, or whether there is a risk to the service vehicle 3 due to dangerous driving by another vehicle in the vicinity. In the following description, another vehicle engaging in tailgating or dangerous driving may be referred to as a "tailgating vehicle." A tailgating vehicle is an example of a "second vehicle" described in the claims. The fact that the service vehicle 3 is being tailgated by a tailgating vehicle and the fact that there is a risk to the service vehicle 3 due to dangerous driving by the tailgating vehicle may be collectively referred to as "the service vehicle 3 is being tailgated by a tailgating vehicle," and tailgating and dangerous driving may be collectively referred to as "tailgating."

[0021] For example, the tailgating determination unit 66 may determine that the service vehicle 3 is being tailgated by a tailgating vehicle if other vehicles around the service vehicle 3 behave unnaturally, frequently and repeatedly approach the service vehicle 3, if a vehicle ahead of the service vehicle 3 frequently brakes suddenly or blocks the path, if other vehicles around the service vehicle 3 frequently honk their horns or their occupants yell, if an occupant of the other vehicle gets out of the vehicle and approaches the service vehicle 3, or if the vehicle makes contact with the service vehicle 3. The tailgating determination unit 66 may transmit tailgating notification information to the service vehicle 3 or the terminal device 4 notifying that it has been determined that the service vehicle 3 is being tailgated by a tailgating vehicle.

[0022] The other vehicle path prediction unit 67 detects an intersection or branch point on the target driving route that is located a predetermined distance ahead of the service vehicle 3 as a "path change possible point." For example, the other vehicle path prediction unit 67 may detect a path change possible point based on the current position information of the service vehicle 3 and map information in the map DB 21, or may detect a path change possible point based on a camera image included in the surrounding environment information received from the service vehicle 3. The other vehicle path prediction unit 67 predicts the path that the tailgating vehicle will take from the path change possible point. For example, the other vehicle path prediction unit 67 may predict whether the path of the tailgating vehicle will go straight through the intersection that is the path change possible point, or whether it will turn left or right. For example, the other vehicle path prediction unit 67 may predict the path that the tailgating vehicle will take from the path change possible point based on the operating state of the turn signal of the tailgating vehicle.

[0023] See FIG. 3( a). For example, if the left turn signal of the tailgating vehicle 100 is operating as indicated by arrow 101, the other vehicle path prediction unit 67 may estimate that the tailgating vehicle 100 is taking a path Co1 that turns left at the intersection. Similarly, if the right turn signal is operating, the other vehicle path prediction unit 67 may estimate that the tailgating vehicle 100 is taking a path Co2 that goes straight through the intersection. For example, if the turn signal of the tailgating vehicle 100 is operating just before a branch point, the other vehicle path prediction unit 67 may predict that the tailgating vehicle 100 is taking a path that leads to a branch road at the branch point. If the turn signal is not operating, the other vehicle path prediction unit 67 may determine that the tailgating vehicle 100 is taking a path that continues traveling on the main road.

[0024] Alternatively, the other vehicle path prediction unit 67 may detect a deviation in the lateral position of the tailgating vehicle within the lane in which the tailgating vehicle is traveling based on the surrounding environment information received from the service vehicle 3, and predict the path that the tailgating vehicle will take from the path change possible point based on the deviation in the lateral position of the tailgating vehicle. For example, if the deviation in the lateral position is less than a predetermined value, it may be estimated that the path of the tailgating vehicle will be a path that goes straight through the intersection or a path that continues traveling on the main road, and if the deviation in the lateral position is equal to or greater than the predetermined value, it may be estimated that the path of the tailgating vehicle will be a path that turns left or right at the intersection or a path that enters a branching road.

[0025] The route determination unit 68 determines the route that the service vehicle 3 will take from the route change possible point so that the route that the service vehicle 3 will take from the route change possible point is different from the estimated route of the tailgating vehicle. For example, as shown in FIG. 3( a), if the route of the tailgating vehicle 100 is route Co1 that turns left at the intersection, the route determination unit 68 may set route Ch1 that goes straight at the intersection as the route of the service vehicle 3. The same applies when the route of the tailgating vehicle 100 is a route that turns right at the intersection. Furthermore, as shown in FIG. 3( b), if the route of the tailgating vehicle is route Co2 that goes straight at the intersection, the route determination unit 68 may set route Ch2 that turns left or a route that turns right at the intersection as the route of the service vehicle 3. In addition, if the route of the tailgating vehicle is a route that enters a branching road at a branching point, the route of the service vehicle 3 may be set to continue traveling on the main road, and if the route of the tailgating vehicle is a route that continues traveling on the main road, the route of the service vehicle 3 may be set to enter a branching road.

[0026] The target driving route change unit 69 determines whether the route set by the route determination unit 68 is the same as the route to be taken from the route changeable point along the currently set target driving route (i.e., the target driving route set before the other vehicle route prediction unit 67 predicted the route of the tailgating vehicle). In the following description, the currently set target driving route may be referred to as the "original target driving route." If the route set by the route determination unit 68 is the same as the route of the original target driving route (i.e., if the predicted route of the tailgating vehicle is different from the route of the original target driving route), the target driving route change unit 69 determines not to change the original target driving route. In an example where the point where a route change is possible is an intersection, if the route set by the route determination unit 68 is a route that goes straight at the intersection and the original target driving route is a route that goes straight at the intersection, or if the route set by the route determination unit 68 is a route that turns left or right at the intersection and the original target driving route is a route that turns left or right at the intersection, the target driving route change unit 69 decides not to change the original target driving route.

[0027] If the route set by the route determination unit 68 differs from the route of the original target travel route, the target travel route change unit 69 changes the target travel route of the service vehicle 3 so that the service vehicle 3 can reach the destination after proceeding along the route set by the route determination unit 68 at the route change possible point. In other words, the target travel route change unit 69 changes the target travel route of the service vehicle 3 so that the service vehicle 3 can reach the destination after proceeding along a route different from the predicted route of the tailgating vehicle. In an example where the route change possible point is an intersection, if the predicted route of the tailgating vehicle is a route that goes straight at the intersection, the target travel route of the service vehicle 3 is changed so that the service vehicle 3 can turn left or right at the intersection and then reach the destination. If the predicted route of the tailgating vehicle is a route that turns left or right at the intersection, the target travel route of the service vehicle 3 is changed so that the service vehicle 3 can reach the destination after proceeding straight at the intersection.

[0028] When changing the target driving route, the target driving route changing unit 69 may calculate candidate driving routes that can reach the destination after proceeding along the route set by the route determination unit 68, and may calculate the delay time of the arrival time at the destination when traveling to the destination along the candidate driving route (the time required when the target driving route is changed - the time required when traveling along the original target driving route). The target driving route changing unit 69 may select, as the changed target driving route, a candidate driving route whose delay time is predicted to be equal to or less than a predetermined allowable delay time (hereinafter referred to as "allowable time") (i.e., it may change the original target driving route to a candidate driving route whose delay time is predicted to be equal to or less than the predetermined allowable delay time).

[0029] The allowable time setting unit 70 may set the allowable time based on, for example, input by the user. For example, the allowable time setting unit 70 may receive from the terminal device 4 information on the allowable time entered by the user when creating an account for the passenger transportation service and store the information in the user information DB 22. Alternatively, for example, the allowable time setting unit 70 may receive from the terminal device 4 information on the allowable time entered by the user when reserving the passenger transportation service and store the information in the reservation information DB 23. Alternatively, for example, the allowable time setting unit 70 may acquire information on the next schedule after the user travels to the destination in the service vehicle 3 and set the allowable time based on the start time of the next schedule. For example, the allowable time setting unit 70 may set the time from the estimated arrival time if the original target travel route is traveled to the start time of the next schedule as the allowable time. For example, if the next schedule is the use of an airline passenger service, the allowable time setting unit 70 may acquire information on the scheduled boarding time of the aircraft as the start time of the next schedule from a service arrangement system that arranges airline passenger services. Alternatively, for example, if the user uses a schedule management tool such as the Internet or groupware, information on the start time of the next schedule may be acquired from such a schedule management tool. The user may also input information about the start time of the next scheduled trip when reserving a passenger transportation service.

[0030] When it is determined that only candidate driving routes with delay times exceeding the allowable time are present, the target driving route change unit 69 may determine, based on user request information, whether to leave the original target driving route unchanged or to change the target driving route even if the delay time of the arrival time at the destination exceeds the allowable time. For example, the user request information may be information for selecting whether the user wishes to change the target driving route to suppress tailgating even if the delay time of the arrival time at the destination exceeds the allowable time, or whether the user wishes to continue driving on the original target driving route without suppressing tailgating if the delay time exceeds the allowable time.

[0031] When the target driving route is changed, the target driving route transmitting unit 64 transmits information about the changed target driving route to the service vehicle 3 and the terminal device 4. The user request receiving unit 71 may receive the user's request information in advance before detecting tailgating by the tailgating vehicle 100. For example, the request information entered by the user when creating an account for the passenger transportation service may be received from the terminal device 4 and stored in the user information DB 22. Also, for example, the request information entered by the user when reserving the passenger transportation service may be received from the terminal device 4 and stored in the reservation information DB 23.

[0032] Furthermore, for example, the user request receiving unit 71 may receive the user's request information when the target driving route changing unit 69 determines that only driving route candidates with delay times exceeding the allowable time are available. In this case, the delay time notifying unit 72 may transmit the delay time to the service vehicle 3 or the terminal device 4 to notify the user of the delay time when it is determined that only driving route candidates with delay times exceeding the allowable time are available. When the user inputs the request information to the HMI 35 of the service vehicle 3 or the HMI 42 of the terminal device 4, the user request receiving unit 71 may receive the request information transmitted by the service vehicle 3 or the terminal device 4. When the tailgating vehicle passes the route change possible point, the other vehicle path determining unit 73 determines the actual route taken by the tailgating vehicle from the route change possible point. The other vehicle path predicting unit 67, the route determining unit 68, and the target driving route changing unit 69 repeat the above-described processing until the other vehicle path determining unit 73 determines that the tailgating vehicle has taken a route different from the route of the service vehicle 3.

[0033] FIG. 4 is a block diagram of an example of the functional configuration of the second controller 37 of the service vehicle 3. The sensor information transmission unit 80 transmits ambient environment information detected by the ambient environment sensor 30 to the server device 2. The position information transmission unit 81 transmits current position information of the service vehicle 3 to the server device 2. The target driving route reception unit 82 receives target driving route information from the server device 2. The driving assistance control unit 83 executes driving assistance control to assist the driving of the service vehicle 3 based on the target driving route received from the server device 2. For example, if the service vehicle 3 is an autonomous vehicle, the driving assistance control unit 83 may execute autonomous driving control to drive the service vehicle 3 along the target driving route. For example, the driving assistance control unit 83 may calculate a target driving trajectory for driving the service vehicle 3 based on the current position and attitude of the service vehicle 3, route information, a high-precision map, the ambient environment of the service vehicle 3, and vehicle state information detected by the vehicle sensor 31. The driving assistance control unit 83 may drive the actuator 38 so that the service vehicle 3 drives along the target driving trajectory. For example, if the service vehicle 3 is a manually driven vehicle, the driving assistance control unit 83 may display the target driving route received from the server device 2 on the HMI 35 and assist the driver in driving the service vehicle 3 so that the service vehicle 3 travels along the target driving route.

[0034] The function and operation of the tailgating determination unit 84 are similar to the function and operation of the tailgating determination unit 66 of the server device 2. When the tailgating determination unit 84 determines that the service vehicle 3 is being tailgated by a tailgating vehicle or when tailgating notification information is received from the server device 2, the emergency notification unit 85 reports the tailgating by the tailgating vehicle to a police agency. When the target driving route receiving unit 82 receives the target driving route changed by the target driving route change unit 69, the response notification unit 86 may output visual information or an audio message from the HMI 35 notifying the user that action has been taken to change the target driving route to suppress tailgating by the tailgating vehicle (i.e., action has been taken to make the route of the service vehicle 3 and the route of the tailgating vehicle 100 different). In addition, visual information or an audio message may be output from the HMI 35 notifying the user that the emergency notification unit 85 has notified the police agency.

[0035] The user request input unit 87 outputs visual information and audio messages notifying the user of the delay time transmitted from the delay time notification unit 74 from the HMI 35. The user request input unit 87 accepts operation of the HMI 42 by the user to input request information, and transmits the input request information to the server device 2. Note that, among the processes executed in the vehicle dispatch system 1, the processes assigned to the first controller 25 of the server device 2 and the second controller 37 of the service vehicle 3 are merely examples, and the present invention is not limited to the above assignments. Some or all of the processes of the first controller 25 in the above description may be executed by the second controller 37, and some or all of the processes of the second controller 37 may be executed by the first controller 25.

[0036] 5 is a block diagram of an example of the functional configuration of the third controller 43 of the terminal device 4. The reservation information generation unit 90 accepts input operations on the HMI 42 by a user making a reservation and generates a vehicle dispatch request for applying for a reservation for a passenger transportation service. The reservation information generation unit 90 transmits the generated vehicle dispatch information to the server device 2. The location information transmission unit 91 transmits current location information of the terminal device 4 to the server device 2. The target driving route display unit 92 displays information on the boarding point, destination, and target driving route received from the server device 2 on the HMI 42. The scheduled time display unit 93 displays information on the scheduled meeting time and scheduled arrival time received from the server device 2 on the HMI 42. The functions and operations of the emergency reporting unit 94, the response notification unit 95, and the user request input unit 96 are similar to the functions and operations of the emergency reporting unit 85, the response notification unit 86, and the user request input unit 87 of the service vehicle 3.

[0037] 6 is a flowchart of an example of an information processing method. In step S1, the first controller 25 determines whether the service vehicle 3 is being tailgated by a tailgating vehicle. If the service vehicle 3 is not being tailgated by a tailgating vehicle (step S1: N), the process returns to step S1. If the service vehicle 3 is being tailgated by a tailgating vehicle (step S1: Y), the process proceeds to step S2. In step S2, the second controller 37 reports to the police. In step S3, the first controller 25 determines whether the turn signal of the tailgating vehicle is operating. If the turn signal is not operating (step S3: N), the process proceeds to step S5. If the turn signal is operating (step S3: Y), the process proceeds to step S4.

[0038] In step S4, the first controller 25 selects a route that goes straight at the intersection as the route for the service vehicle 3. Then, the processing proceeds to step S6. In step S5, the first controller 25 selects a route that turns left or right at the intersection as the route for the service vehicle 3. Then, the processing proceeds to step S6. In step S6, the first controller 25 determines whether or not it is necessary to change the original target traveling trajectory (i.e., whether or not the route selected by the route determination unit 68 differs from the original target traveling route). If it is not necessary to change the original target traveling trajectory (step S6: N), the processing proceeds to step S12. In this case, the first controller 25 does not change the original target traveling route, and the processing proceeds to step S12. If it is necessary to change the original target traveling trajectory (step S6: Y), the processing proceeds to step S7.

[0039] In step S7, the first controller 25 calculates candidate driving routes that can reach the destination after proceeding along the route selected by the route determination unit 68. The first controller 25 determines whether or not there are candidate driving routes that can be predicted to have a delay time that is less than or equal to the allowable time. If there are no candidate driving routes that can be predicted to have a delay time that is less than or equal to the allowable time (step S7: N), the process proceeds to step S9. If there are candidate driving routes that can be predicted to have a delay time that is less than or equal to the allowable time (step S7: Y), the first controller 25 selects a candidate driving route that can be predicted to have a delay time that is less than or equal to the allowable time. The process then proceeds to step S8. In step S8, the first controller 25 sets the selected candidate driving route as the target driving route (i.e., changes the original target driving route). The process then proceeds to step S12. In step S9, the first controller 25 executes a need determination process to determine the user's need information.

[0040] FIG. 7 is a flowchart of an example of a desire determination process. In step S20, the first controller 25 determines whether desire information has been received in advance. If desire information has not been received in advance (step S20: N), the process proceeds to step S22. If desire information has been received in advance (step S20: Y), the process proceeds to step S21. In step S21, the first controller 25 determines, in accordance with the desire information received in advance, whether the user desires to change the target driving route even if the delay time exceeds the allowable time. The desire determination process then ends. In step S22, the first controller 25 notifies the user of the delay time. In step S23, the first controller 25 receives input of desire information by the user. In step S24, the first controller 25 determines, in accordance with the received desire information, whether the user desires to change the target driving route even if the delay time exceeds the allowable time. The desire determination process then ends.

[0041] See FIG. 6. If the user wishes to change the target driving route even if the delay time exceeds the allowable time (step S10: Y), the first controller 25 selects a driving route candidate whose delay time exceeds the allowable time as the changed target driving route. Then, the process proceeds to step S8. If the user does not wish to change the target driving route (step S10: N), the process proceeds to step S11. In step S11, the first controller 25 maintains the service vehicle 3 traveling along the original target driving route. Then, the process proceeds to step S12. In step S12, the first controller 25 determines whether the actual route of the tailgating vehicle differs from the route of the service vehicle. If the route of the tailgating vehicle does not differ from the route of the service vehicle (step S12: N), the process returns to step S3. If the route of the tailgating vehicle differs from the route of the service vehicle (step S12: Y), the process ends.

[0042] (Effects of the Embodiment) (1) At least one controller executes a process of determining whether a first vehicle is being tailgated by a second vehicle or whether there is a risk to the first vehicle due to reckless driving by the second vehicle, a process of predicting a path of the second vehicle when it is determined that the first vehicle is being tailgated by the second vehicle or when it is determined that there is a risk to the first vehicle due to reckless driving by the second vehicle, and a process of assisting the driving of the first vehicle to change the path of the first vehicle from the path of the second vehicle. This makes it possible to suppress tailgating by the second vehicle of the first vehicle and reckless driving by the second vehicle that poses a risk to the first vehicle.

[0043] (2) The first vehicle may be a vehicle used for a transportation service that transports users in response to user dispatch requests. This can prevent vehicles providing passenger transportation services from engaging in aggressive or reckless driving. (3) At least one controller may predict the path of the second vehicle based on the operation of the second vehicle's turn signal or the deviation of the second vehicle's lateral position within the lane in which the second vehicle is traveling. For example, the at least one controller may assist the driving of the first vehicle so that the first vehicle travels on a straight path when the second vehicle's turn signal is operating, and travels on a straight path that makes a right or left turn at an intersection when the turn signal is not operating. This can cause the path of the first vehicle to differ from the path of the second vehicle based on the predicted future path of the second vehicle engaging in aggressive or reckless driving. This can prevent aggressive or reckless driving by the second vehicle.

[0044] (4) When the target driving route of the first vehicle set before predicting the route of the second vehicle differs from the route of the second vehicle, the at least one controller may assist the driving of the first vehicle to continue driving along the target driving route without changing the target driving route. This allows the route of the first vehicle to differ from the route of the second vehicle. (5) When changing the target driving route of the first vehicle set before predicting the route of the second vehicle in order to cause the route of the first vehicle to differ from the route of the second vehicle, the at least one controller may select, as the changed target driving route, a driving route that predicts a delay in the arrival time of the first vehicle at the destination within a predetermined allowable delay time. The at least one controller may set the allowable delay time based on a user input. Furthermore, the at least one controller may acquire information about the next schedule after the user travels in the first vehicle and set the allowable delay time based on the start time of the next schedule. This prevents user dissatisfaction due to delayed arrival time at the destination caused by suppressing tailgating.

[0045] (6) When at least one controller determines that only a driving route with a delay exceeding the allowable delay time is available, the at least one controller may determine, based on a user input, whether to not change the target driving route or to change the target driving route even if the delay time exceeds the allowable delay time. For example, the at least one controller may notify the user of the delay time. Furthermore, for example, the at least one controller may accept a user input selecting either not changing the target driving route or changing the target driving route even if the delay time exceeds the allowable delay time, at the time when it is determined that only a driving route with a delay exceeding the allowable delay time is available, or in advance. This can prevent or reduce user dissatisfaction caused by a delayed arrival time at the destination by suppressing tailgating.

[0046] (7) When the at least one controller determines that the first vehicle is being tailgated by the second vehicle or when the at least one controller determines that there is a risk to the first vehicle due to dangerous driving by the second vehicle, the at least one controller may notify the police. This can facilitate an early resolution of the tailgating. (8) The at least one controller may notify the user that the first vehicle will change its course from the course of the second vehicle or that the police have been notified. This can reduce the user's anxiety due to tailgating.

[0047] All examples and conditional terms described herein are intended for educational purposes to aid the reader in understanding the present invention and the concepts provided by the inventor for the advancement of technology, and should be construed without limitation to the specifically described examples and conditions above, and the configuration of examples herein for illustrating the advantages and disadvantages of the present invention. Although the embodiments of the present invention have been described in detail, it should be understood that various changes, substitutions, and alterations can be made thereto without departing from the spirit and scope of the present invention.

[0048] REFERENCE SIGNS LIST 1... Vehicle dispatch system, 2... Server device, 3... Service vehicle, 4... Terminal device, 25... First controller, 37... Second controller, 43... Third controller, 100... Tailgating vehicle

Claims

1. An information processing method characterized by having at least one controller perform the following processes: a process for determining whether a first vehicle is being tailgated by a second vehicle or whether there is a risk to the first vehicle due to the reckless driving of the second vehicle; a process for predicting the path of the second vehicle when it is determined that the first vehicle is being tailgated by the second vehicle or when it is determined that there is a risk to the first vehicle due to the reckless driving of the second vehicle; and a process for assisting the driving of the first vehicle in making the path of the first vehicle different from the path of the second vehicle.

2. The information processing method according to claim 1, wherein the first vehicle is a vehicle provided for a transportation service that transports the user in response to a vehicle dispatch request from the user.

3. The information processing method described in claim 1 or 2, characterized in that the at least one controller predicts the course of the second vehicle based on the operation of the turn signal of the second vehicle or the deviation of the lateral position of the second vehicle within the lane in which the second vehicle is traveling.

4. The information processing method described in claim 3, characterized in that the at least one controller assists the driving of the first vehicle so that the first vehicle travels on a straight course when the turn indicator of the second vehicle is operating, and travels on a course that makes a right or left turn at an intersection when the turn indicator is not operating.

5. An information processing method described in any one of claims 1 to 4, characterized in that, when a target driving route for the first vehicle set before predicting the route of the second vehicle differs from the route of the second vehicle, the at least one controller assists the driving of the first vehicle to continue driving along the target driving route without changing the target driving route.

6. An information processing method according to any one of claims 1 to 4, characterized in that when the at least one controller changes the target driving route of the first vehicle that was set before predicting the route of the second vehicle in order to make the route of the first vehicle different from the route of the second vehicle, it selects, as the changed target driving route, a driving route that is predicted to have a delay in the arrival time of the first vehicle at the destination that is within a predetermined allowable delay time.

7. The information processing method according to claim 6, wherein said at least one controller sets said allowable delay time based on an input by a user.

8. The information processing method described in claim 6, characterized in that the at least one controller acquires information about the next schedule after the user travels in the first vehicle, and sets the allowable delay time based on the start time of the next schedule.

9. An information processing method described in any one of claims 6 to 8, characterized in that, when it is determined that only a driving route whose delay time exceeds the allowable delay time can be selected, the at least one controller determines, based on user input, whether to not change the target driving route or to change the target driving route even if the delay time exceeds the allowable delay time.

10. The information processing method according to claim 9, wherein said at least one controller notifies said user of said delay time.

11. The information processing method described in claim 9 or 10, characterized in that the at least one controller accepts a user input to select either not to change the target driving route or to change the target driving route even if the delay time exceeds the allowable delay time, at the time when it is determined that only driving routes whose delay time exceeds the allowable delay time can be selected, or in advance.

12. An information processing method described in any one of claims 1 to 11, characterized in that the at least one controller reports to the police when it determines that the first vehicle is being tailgated by the second vehicle or when it determines that there is a risk to the first vehicle due to dangerous driving by the second vehicle.

13. An information processing method according to any one of claims 1 to 12, characterized in that the at least one controller notifies the user that the route of the first vehicle has been changed from the route of the second vehicle or that the police have been notified.

14. An information processing device characterized by having at least one controller that executes the following processes: a process for determining whether a first vehicle is being tailgated by a second vehicle or whether there is a risk to the first vehicle due to reckless driving by the second vehicle; a process for predicting the path of the second vehicle when it is determined that the first vehicle is being tailgated by the second vehicle or when it is determined that there is a risk to the first vehicle due to reckless driving by the second vehicle; and a process for assisting the driving of the first vehicle in making the path of the first vehicle different from the path of the second vehicle.

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