Patent Description:
There are well-known automobile control systems that are provided with map data of roads on which automobiles can travel and determine the lane on which an automobile should travel when the road on which the automotive is traveling has a plurality of lanes, thus performing partially autonomous automotive travel control (refer to, for example, PTL <NUM>).

<CIT> concerns to a drive-control system, and an electric-powered wheelchair, EPW, into which the system is integrated. The hardware of the drive-control system is configured to be mounted to an existing chassis of the EPW. The EPW includes a controller, a communication network, left and right drive wheels, and left and right drive motors associated with the respective left and right drive wheels. The system comprises a three-dimensional imaging system, and software code. The software code includes an obstacle segmentation module. The obstacle segmentation module generates an estimate for the ground plane based on a priori knowledge of where the three-dimensional imaging system is mounted in relation to the chassis of the EPW.

<CIT> describes example movements of articulated wheel assemblies that are usable to overcome various types of obstacles and terrain.

{PTL <NUM>}
<CIT> {Summary of Invention}.

The present invention provides a travel route creation system as defined in claim <NUM>.

Nowadays, attempts are being made to apply autonomous operation technology to electrically driven personal mobility vehicles in which one person rides in a seated manner. However, a single-passenger electrically driven personal mobility is required to fulfill various requirements, including a compact size so that it can be used in a house or a building, a low weight so that it can be loaded in an automobile , and the like. Due to these requirements, a personal mobility is allowed to have only a strictly limited battery capacity, which discourages the rider from traveling to a far place because of the rider's concern that the battery power would quickly run out.

Here, because automobiles travel along roads, the travel routes when the automobiles are autonomously run follow the roads. In contrast, because personal mobility vehicles travel on sidewalks, in buildings, in station premises, in open spaces, in parks, and the like, the travel route thereof does not follow a particular guiding object. For this reason, a travel route used when an automobile is autonomously run has from several to about <NUM> options at most, whereas a travel route used when a personal mobility is autonomously run has several to tens of times more options compared with an automobile.

Because a travel route can have a countless number of options, as described above, it takes a long time to perform computation, which leads to a large amount of power consumption for the computation. This is a disadvantage of personal mobility vehicles. In addition, once a travel route of an automobile is set, the travel route that has been set is less likely to change. However, a personal mobility needs to change the travel route thereof moment by moment according to the presence, motion, and the like of other objects, including people and bicycles on a sidewalk, in a building, in station premises, in an open space, in a park, and the like. Because moment-by-moment changes of the travel route lead to the consumption of more power due to the computation, the rider becomes less comfortable because he/she is concerned about a rapid decrease in the battery power level.

In addition, roads on which automobiles travel are built for traveling vehicles. Therefore, roads on the map are basically suitable for automobile traveling. On the other hand, sidewalks, the interiors of buildings, the interiors of station premises, open spaces, parks, and the like in which personal mobility vehicles travel are not necessarily built for traveling personal mobility vehicles. For this reason, when traveling in such areas, a personal mobility vehicle encounters many obstacles, including bumps and slopes, that would become stressful to the rider. Even a bump with a height of as low as <NUM> could make the rider uncomfortable or frightened when the personal mobility vehicle travels over the bump.

The present invention has been made in light of the above-described circumstances. An object of the present invention is to provide a travel route creation system capable of making riders more comfortable.

A first aspect of the present invention is a travel route creation system which creates a travel route for a personal mobility vehicle, the travel route creation system includes a controller configured to create the travel route for the personal mobility vehicle based on first map data indicating an area in which the personal mobility vehicle can travel and second map data including information about safety during traveling or a standstill of the personal mobility vehicle.

For example, the first map data includes data on the positions and areas of sidewalks, interiors of buildings, interiors of station premises, open spaces, parks, and the like, and the second map data includes information about bumps, slopes, and the like that are present on sidewalks, in buildings, in station premises, in open spaces, in parks, and the like. In the aforementioned aspect, because the second map data having information about safety during traveling or a standstill of the personal mobility vehicle is used, a travel route is set by taking into account the safety during traveling or a standstill of the personal mobility vehicle.

In addition, it is possible to create first map data having almost all of the positions and areas of sidewalks, interiors of buildings, interiors of station premises, open spaces, parks, and the like. In addition, the positions and areas of sidewalks, interiors of buildings, interiors of station premises, open spaces, parks, and the like are not changed so often, and therefore, once the first map data is created, the update frequency thereof is not so high. On the other hand, it is difficult to create second map data including almost all information about safety during travelling or a standstill of the personal mobility vehicle. For example, it is difficult for the rider of the personal mobility vehicle to perceive, with his/her eyes in a short time period, all bumps, slopes, and the like that are present on sidewalks, in buildings, in station premises, in open spaces, in parks, and the like. In addition, the first map data has detailed shape information, position information, and the like of each element, and thus it often takes a long time to add data to the first map data. In contrast, in this aspect, it is possible to update the second map data, which has, for example, a simple data structure different from that of the first map data. Therefore, it is possible to update the second map data moment by moment, which makes it possible to set travel routes in accordance with a request from the rider of the personal mobility vehicle.

A second aspect of the present invention is a travel route creation system which creates a travel route for a personal mobility vehicle, the travel route creation system includes: a server configured to set a plurality of passing points, which are apart from one another, between a current position of the personal mobility vehicle and a destination at least based on map data indicating an area in which the personal mobility vehicle can travel, information on the current position of the personal mobility vehicle, and information on the destination; a sensor provided in the personal mobility vehicle; and a controller configured to receive information about the plurality of passing points from the server and to create travel routes between the plurality of passing points by using data obtained by the sensor so as to pass, one after another, the passing points or the vicinities thereof.

The controller creates travel routes between the plurality of passing points. In short, if a travel route up to the next passing point has been created, the personal mobility vehicle can arrive at that passing point or the vicinity thereof. More specifically, even in the case where it becomes necessary to change a travel route for the personal mobility vehicle according to the presence, motion, and the like of other objects including people and bicycles, the controller just needs to change the travel route up to the next passing point. Therefore, power consumption due to moment-by-moment changes of travel routes can be reduced. In the case where the controller is operated with the battery of the personal mobility vehicle, the power consumption of the battery of the personal mobility vehicle is reduced, and also in the case where the controller is a tablet computer or the like, the power consumption of the battery of the tablet computer is reduced. This will make the rider more comfortable.

A third aspect of the present invention is a travel route creation system which creates a travel route for a personal mobility vehicle, the travel route creation system including a controller configured to create the travel route in which an entering angle to a bump or a slope is set within an angle range of <NUM>° and more based on map data indicating the bump or the slope which the personal mobility vehicle can travel over, when creating the travel route for the personal mobility vehicle to pass the bump or the slope.

In the case where the front wheels or the rear wheels of the personal mobility vehicle are omnidirectional wheels, if the entering angle, i.e., the acute angle between the vehicle front-rear direction of the personal mobility vehicle and the extension direction of a bump, or the like is small, the personal mobility vehicle readily moves in an unintended direction at the time the omnidirectional wheels enters the bump. In the case where the front wheels or the rear wheels of the personal mobility vehicle are other types of wheels, a similar phenomenon may also occur. In the above-described aspect, the controller creates a travel route that sets the angle at which the personal mobility vehicle enters the bump or the slope within an angle range to be <NUM>° and more. For this reason, it is possible to suppress unintended movement of the personal mobility vehicle when the personal mobility vehicle enters a bump or a slope, which makes the rider more comfortable.

Note that the access angle should preferably be <NUM>° or more.

In the above-described aspect, the controller preferably creates the travel route for causing the entering angle to the bump to be <NUM>° or less.

When the angle at which the personal mobility vehicle enters the bump is <NUM>°, the impact applied to the personal mobility vehicle may be large in some cases in accordance with the specifications of the personal mobility vehicle, the state of the bump, or the like. With this configuration, the angle at which the personal mobility vehicle enters the bump is <NUM>° or less, which makes the rider more comfortable.

In the above-described aspect, the personal mobility vehicle preferably includes a sensor whose detection area covers an area located outside a front wheel in a width direction, the personal mobility vehicle includes a controller configured to control the personal mobility vehicle so that an entering angle of the personal mobility vehicle to a bump or a slope is within an angle range of <NUM>° and more, using a detection result of the sensor.

When this configuration is used, the relationship between the bump or the slope and the front wheel can be perceived on the basis of the detection result of the sensor. For this reason, the access angle at which the front wheel enters the bump or the slope can be reliably set to <NUM>° or more.

The present invention affords an advantage in that a rider can be made more comfortable.

A travel route creation system for a personal mobility vehicle (an electric mobility vehicle) <NUM> according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

The travel route creation system is provided with a server <NUM>, and a controller <NUM> which is provided in a control unit <NUM> of the personal mobility vehicle <NUM> and which is communicable with the server <NUM>.

As shown in <FIG>, this personal mobility vehicle <NUM> includes, in an example, a pair of front wheels <NUM>, a pair of rear wheels <NUM>, and a mobility body <NUM> which is supported by the front wheels (wheels) <NUM> and the rear wheels (wheels) <NUM>. For example, the mobility body <NUM> has a body <NUM> which is supported by the front wheels <NUM> and the rear wheels <NUM>, a seat unit <NUM> which is attached to the body <NUM>, and motors <NUM> which are attached to the mobility body <NUM>, and which drive at least one of the pair of front wheels <NUM> or the pair of rear wheels <NUM>. In this embodiment, the motors <NUM> are attached to the body <NUM>, and the seat unit <NUM> is removable from the body <NUM>. The personal mobility vehicle is a mobility vehicle on which one person sits to ride on the personal mobility vehicle.

A vehicle front-rear direction shown in <FIG> and <FIG> may be referred to as a front-rear direction in the following description, and a vehicle width direction shown in <FIG> and <FIG> may be referred to as a width direction or left-right direction in the following description. Note that, the vehicle front-rear direction and the front-rear direction of the mobility body <NUM> are identical with each other, and the vehicle width direction and the width direction of the mobility body <NUM> are identical with each other. In this embodiment, the radial centers of the pair of front wheels <NUM> are arranged in the vehicle width direction, and the radial centers of the pair of rear wheels <NUM> are also arranged in the vehicle width direction, and also the vehicle front-rear direction is orthogonal to the vehicle width direction.

In this embodiment, the pair of rear wheels <NUM> are respectively connected to the motors <NUM>, and each of the motors <NUM> drives corresponding rear wheels <NUM>. Driving force of the motors <NUM> may be transmitted to the corresponding front wheels <NUM> via a driving force transmitting means. The driving force transmitting means is a belt, gear, or the like.

As shown in <FIG>, the front wheels <NUM> are supported by the body <NUM> by means of axles <NUM> and suspensions <NUM>. Also, a contact surface of the front wheels <NUM> is formed by a plurality of rollers <NUM> which are arranged in a circumferential direction of the front wheels <NUM>.

Each of the suspensions <NUM> has a support member 12a and a springy member 12b which is a coil spring or the like. One end side of the support member 12a is supported by a front end side of the body <NUM>, and the support member 12a can swing around a first axis line A1 extending in the vehicle width direction. The springy member 12b biases the other end side of the support member 12a toward the vehicle front direction. The axles <NUM> of the front wheels <NUM> are fixed to the support members 12a. Also, as shown in <FIG>, a second axis line A2, which is a central axis line of the axle <NUM>, is inclined toward the front direction with respect to a horizontal line HL, which is perpendicular to the front-rear direction. In a plan view, it is preferable that an angle α which is between the second axis line A2 and the horizontal line HL is <NUM> degrees to <NUM> degrees, however, the angle α may be any other angle depending on conditions.

That is to say, the pair of front wheels <NUM> are in a toe-in state. In comparison with a case where the pair of front wheels <NUM> are arranged so as to be parallel to each other, with the pair of front wheels <NUM> in the toe-in state, it is possible to increase components of force toward the vehicle rear side exerted on the axles <NUM> when the personal mobility vehicle <NUM> is moving. In addition, in this embodiment, the other end of the support member 12a is movable toward the vehicle rear side with respect to the body <NUM> against the biasing force of the springy members 12b. Therefore, it is possible to effectively reduce vibration which is generated by collision of the rollers <NUM> with the contact surface. Note that, the front wheels <NUM> may not arranged in the toe-in state.

Each of the front wheels <NUM> includes a hub <NUM> which is attached to the axles <NUM>, and a plurality of roller supporting shafts (not shown) which are supported by the hub <NUM>, and the plurality of rollers <NUM> are supported respectively by the roller supporting shafts in a rotatable manner. Note that, the hub <NUM> may be attached to the axles <NUM> by means of a bearing or the like, and the hub <NUM> may be attached to the axles <NUM> by means of a cushioning member, an intermediate member, or the like. Axis lines of the roller supporting shafts extend in directions orthogonal to the radial direction of the axle <NUM>.

The rollers <NUM> rotate around the axis line of the corresponding roller support shafts. That is to say, the front wheels <NUM> are omnidirectional wheels which move in every direction with respect to a travel surface.

An outer circumferential surface of the roller <NUM> is formed by using a material having rubber-like elasticity, and a plurality of grooves extending in the circumferential direction thereof are provided on the outer circumferential surface of the roller <NUM> (refer to <FIG> and <FIG>).

In this embodiment, the rear wheels <NUM> include an axle which is not shown, a hub <NUM> attached to the axle, and an outer circumferential member <NUM> which is provided on the outer circumferential side of the hub <NUM>, and the outer circumferential surface thereof is formed by using a material having rubber-like elasticity, however, the omnidirectional wheels may be used as the rear wheels <NUM>, which are the same as the front wheels <NUM>. The axle of the rear wheels <NUM> may be the same with a main shaft of the motor <NUM>.

Structure of the body <NUM> is changeable as required. In this embodiment, the body <NUM> includes a base portion <NUM> which extends along the ground, and a seat support portion <NUM> which extends toward an upper side from a rear end side of the base portion <NUM>. The seat support portion <NUM> is inclined toward the vehicle front side, and a seat unit <NUM> is attached to the upper end side of the seat support portion <NUM>.

The base portion <NUM> of this embodiment includes a metallic base frame 32a which supports the suspensions <NUM> of the front wheels <NUM> and the motors <NUM> of the rear wheels <NUM>, and a plastic cover portion 32b which at least partially covers the base frame 32a. The cover portion 32b is used as a portion for putting feet of a driver seated on the seat unit <NUM>, a portion for placing a luggage, or the like. The cover portion 32b also includes a pair of fenders 32c each of which covers the corresponding front wheels <NUM> from the upper side. In one example, the fenders 32c only have a function which covers the front wheels <NUM>. In another example, the fenders 32c also have a function which strengthens rigidity of the body <NUM>. Also, there may be a case where each of the fenders 32c covers only a part of the front wheels <NUM>.

In this embodiment, the seat unit <NUM> has a shaft 40a at the lower portion thereof, and the shaft 40a is attached to the upper end side of the seat support portion <NUM>. A rechargeable battery BA is provided at the back surface of the seat support portion <NUM>, and a control unit <NUM>, which will be described below, is placed within the seat support portion <NUM>.

The seat unit <NUM> has a seat surface portion <NUM> on which a driver is seated, a backrest portion <NUM>, a right control arm <NUM>, and a left control arm <NUM>.

An armrest 43a is fixed to the upper surface of each of the control arms <NUM>. For example, the driver puts the arms on the armrests 43a of the pair of the control arms <NUM>, respectively. Also, the driver puts the arms on the upper ends of the pair of control arms <NUM>, respectively. In this embodiment, both of the control arms <NUM> and the armrests 43a are provided, however, the control arms <NUM> or the armrests 43a may only be provided. In this case, the driver puts at least one of the arms and the hands on the control arms <NUM>, or puts at least one of the arms and the hands on the armrests 43a.

An operation portion <NUM> having an operation lever 44a is provided at the upper end of the right control arm <NUM>. In such a state where no force is applied, the operation lever 44a is positioned at a neutral position by a springy member (not shown) which is located within the operation portion <NUM>. The driver can displace the operation lever 44a toward the right direction, the left direction, the front direction, and the rear direction with respect to the neutral position.

A signal, which is in response to displacement direction and displacement amount of the operation lever 44a, is sent from the operation portion <NUM> to the control unit <NUM>, which will be described below, and the control unit <NUM> controls the motors <NUM> in response to the received signal. For example, when the operation lever 44a is displaced toward the front direction with respect to the neutral position, a signal which makes the motors <NUM> rotate toward the vehicle front side is sent. By this, the personal mobility vehicle <NUM> moves forward at speed which is in response to the displacement amount of the operation lever 44a. Also, when the operation lever 44a is displaced toward the left diagonal forward direction with respect to the neutral position, a signal which makes the left motor <NUM> rotate toward the vehicle front side at speed which is slower than the right motor <NUM>. By this, the personal mobility vehicle <NUM> moves forward while turning left at speed which is in response to the displacement amount of the lever 44a.

A setting portion <NUM> which is for performing all sorts of settings related to the personal mobility vehicle <NUM> is provided at the upper end of the left control arm <NUM>. Examples of the various sorts of settings are settings of maximum speed, settings regarding a driving mode, and settings for locking the personal mobility vehicle <NUM>. A plurality of operation buttons, a display, and the like are provided at the setting portion <NUM>. Examples of the driving mode are an energy saving driving mode in which power consumption is suppressed, a sports driving mode in which running performance is enhanced and in which the electric consumption is not suppressed, a normal driving mode which is a mode between the energy saving driving mode and the sports driving mode, and the like. Examples of the settings for locking the personal mobility vehicle <NUM> are a setting of passcode for locking, a setting of timing for unlocking, and the like. The setting signal of the setting portion <NUM> is sent to the control unit <NUM>, which will be described below, and the settings of the personal mobility vehicle <NUM> is set or changed in the control unit <NUM>.

A notification device <NUM> is provided in each of the left and the right control arms <NUM>. The notification device <NUM> is a voice generator, a display, a vibration generation device, or the like. The vibration generation device vibrates a part of the upper end side of the control arm <NUM>, the operation portion <NUM>, the setting portion <NUM>, and the like, at several tens of Hz for example.

As shown in <FIG>, the control unit <NUM> has a motor driver <NUM> which drives the motors <NUM>, and a controller <NUM>.

The motor driver <NUM> is connected to the battery BA. Also, the motor driver <NUM> is connected to each of the motors <NUM> as well, and the motor driver <NUM> supplies drive power to the motors <NUM>.

As shown in <FIG>, the controller <NUM> includes a control section <NUM> having a CPU, a RAM, and the like, a storage unit <NUM> having a non-volatile storage, a ROM, and the like, and a transmitting and receiving portion <NUM>. A travel control program 82a which controls the personal mobility vehicle <NUM> is stored in the storage unit <NUM>. The control section <NUM> operates on the basis of the travel control program 82a, and sends drive signals for driving the motors <NUM> to the motor driver <NUM> in accordance with the signals from the operation portion <NUM> and the setting portion <NUM>.

As shown in <FIG>, the signal from the operation portion <NUM> and that from the setting portion <NUM> are sent to the controller <NUM> via signal lines 80a and signal lines 80b. Also, a control signal from the controller <NUM> is sent to the notification devices <NUM> via the signal lines 80a and the signal lines 80b. The signal lines 80a are provided in the seat unit <NUM>, and the signal line 80b is provided in the body <NUM>. Connectors 80d, 80e are provided between the signal lines 80a and the signal line 80b.

Each of two stereo cameras (sensors) <NUM>, which is a visual sensor, is attached to the upper end side of the right control arm <NUM> and the upper end side of the left control arm <NUM>. Each of the stereo cameras <NUM> includes a pair lens units <NUM> and a camera main body <NUM> which supports the pair of the lens units <NUM>. A pair of imaging sensors <NUM> (<FIG>) is provided inside the camera main body <NUM>, and the pair of the imaging sensors <NUM> correspond to the pair of lens units <NUM>, respectively. The imaging sensors <NUM> are known sensors, such as a CMOS sensor, or the like. The imaging sensors <NUM> are connected to the controller <NUM>.

As shown in <FIG>, at least a part of the left front wheel <NUM>, or a part of the fender 32c of the left front wheel <NUM> is positioned within a detection area DA of the stereo camera <NUM> provided at the left control arm <NUM>. Also, an area at the outside in the width direction with respect to the left front wheel is positioned within this detection area DA.

Similarly, at least a part of the right front wheel <NUM>, or a part of the fender 32c of the right front wheel <NUM> is positioned within the detection area DA of the stereo camera <NUM> provided at the right control arm <NUM>. Also, an area at the outside in the width direction with respect to the right front wheel <NUM> is positioned within this detection area DA.

Here, as shown in <FIG>, for example, the detection area DA of the stereo camera <NUM> is an area where the image caption areas of the imaging sensors <NUM> are overlapped. It is intended that the detection area DA includes the outside area of the front wheel <NUM> in the width direction.

Also, as shown in <FIG>, a light axis LA of each the lens units <NUM> of the stereo camera <NUM> extends diagonally toward the outside in the width direction. More specifically, in a plan view shown in <FIG>, the light axis LA of each of the lens units <NUM> extends in a direction forming an angle β with respect to the front-rear direction. In one example, the angle β is <NUM> degrees to <NUM> degrees.

<FIG> shows a part of the detection area DA, and the detection area DA also includes an area which is located in front of the area shown in <FIG>. As shown in <FIG>, in this embodiment, the part of the left front wheel <NUM>, and the part of the fender 32c of the left front wheel <NUM>, and the travel surface at the outside in the width direction with respect to the left front wheel <NUM> are positioned within the detection area DA of the left stereo camera <NUM>. In such a case where there is an object to be avoided, such as an obstacle, a wall, a gutter, or the like is on the travel surface, the object to be avoided enters the detection area DA of the stereo cameras <NUM>. The detection area DA of the right stereo camera <NUM> is the same as or similar to the detection area DA of the left stereo camera <NUM>.

Each of the stereo cameras <NUM> obtain two images having a parallax by means of the pair of imaging sensors <NUM>. The two images having the parallax may be referred to as parallax images in the following description. The control section <NUM> of the controller <NUM> operates on the basis of an evading control program 82b which is stored in the storage unit <NUM>. That is to say, the control section <NUM> creates distance images by processing the parallax images. And, the control section <NUM> detects the object to be avoided with which the front wheels <NUM> or the fenders 32c may come into contact. The target to be avoided is an obstacle, a person, an animal, a plant, and the like, for example. And, the obstacle is a wall, a large rock, a bump, and the like, for example. In another example, the control section <NUM> detects the object to be avoided, such as a bump, a hole, a gutter, or the like, which the front wheels <NUM> may collides against, be fallen in, or get caught in, in the distance images.

Moreover, the control section <NUM> controls the motors <NUM> by control signals for evading operation when the object to be avoided with which the wheels <NUM> or the fenders 32c may come into contact in a predetermined area AR1 is detected in a predetermined area AR1 in the detection area DA, for example. Also, the control section <NUM> controls the motors by control signals for evading operation when the control section <NUM> detects the object to be avoided in which the front wheels <NUM> may be fallen or get caught in the predetermined area AR1 in the detection area DA, for example. Examples of the evading operation include reduction of the rotation speed of the motors <NUM>, stopping the rotation of the motors <NUM>, controlling the motors <NUM> for restricting the movement of the personal mobility vehicle <NUM> toward the side of the object to be avoided, and the like.

In this manner, when the configuration of this embodiment is used, the travel surface at the outer side in the width direction of each of the front wheels <NUM> is positioned within the detection area DA of the stereo camera <NUM>. More preferably, at least either a part of the front wheel <NUM> or a part of the fender 32c of the front wheel <NUM> should be positioned within the detection area DA of the stereo camera <NUM>. When a bump or a slope is present at the outer side in the width direction of the front wheel <NUM>, this configuration is advantageous in perceiving the relationship between the direction in which the mobility body <NUM> is oriented and the bump or the slope.

Furthermore, in order for the driver to visually check the vicinity of the front wheel <NUM> on the travel surface at the outer side in the width direction of the front wheel <NUM>, the driver needs to change his/her orientation. In this embodiment, because the vicinity of the front wheel <NUM> on the travel surface at the outer side in the width direction of the front wheel <NUM> is positioned within the detection area DA of the stereo camera <NUM>, the burden on the driver for monitoring the vicinity is reduced.

In particular, when the personal mobility vehicle <NUM> is run in a house or an office, the driver needs to take care not to come into contact with objects to be avoided, such as furniture, walls, and the like. In addition, the driver needs to be careful of the angle, speed, and the like at which he/she accesses an object, such as stairs, a slope, and the like. Various kinds of objects are present in a house or an office. For this reason, it is difficult for the driver to reliably perceive all of these objects by a visual check. Therefore, the configuration of this embodiment is extremely useful in a house and an office.

Note that the above-described detection area DA of each of the stereo cameras <NUM> is merely one example, and the stereo camera <NUM> may check for an object in another detection area.

In addition, as shown in <FIG>, the pair of lens units <NUM> of each of the stereo cameras <NUM> are arranged in the up-down direction. As described above, the detection area DA of the stereo camera <NUM> is an overlap of the image caption areas of the pair of imaging sensors <NUM>. For this reason, the configuration of this embodiment in which the pair of lens units <NUM> are disposed so as to be arranged in the up-down direction is advantageous in reducing or obviating a blind spot at the outer side in the width direction of the front wheel <NUM>, as shown in <FIG>.

In addition, in this embodiment, each of the stereo cameras <NUM> is attached to the corresponding control arm <NUM>. The control arm <NUM> is a portion on which the hand and the arm of the driver are placed. Each of the control arms <NUM> is typically disposed at the outer side in the width direction with respect to the waist of the driver seated on the seat unit <NUM>. In addition, each of the control arms <NUM> is typically disposed at the outer side in the width direction with respect to the corresponding thigh of the driver seated on the seat unit <NUM>. For this reason, the above-described configuration makes the detection area DA of each of the stereo cameras <NUM> less likely to be blocked by the driver's body.

Note that the seat unit <NUM> can be provided with a pair of arm rests 43a, instead of the pair of control arms <NUM>. For example, each of the stereo cameras <NUM> can be provided on the front end portion of the corresponding arm rest 43a. This configuration also affords the same advantageous effect as the present embodiment.

Note that the stereo camera <NUM> can also be attached to a pole extending from the seat unit <NUM> or the mobility body <NUM>, the seat unit <NUM>, or the like.

Here, the driver can easily make visual identification of the positions of his/her hands and the positions of his/her arms. In addition, even in the case where the driver does not see the positions of his/her hands and the positions of his/her arms, the driver can intuitively recognize the rough positions of his/her hands and the rough positions of his/her arms. For this reason, the configuration of this embodiment, in which the stereo cameras <NUM> are provided on the control arms <NUM> or the arm rests 43a, is advantageous in preventing collisions of the stereo cameras <NUM> against a wall, or the like. In other words, the configuration of this embodiment is advantageous in preventing damage to the stereo cameras <NUM>, positional shifting of the stereo cameras <NUM>, and the like.

In addition, the light axis LA of each of the lens units <NUM> of each of the stereo cameras <NUM> extends obliquely towards the outer side in the width direction. For this reason, a wider area at the outer side in the width direction of the front wheel <NUM> is positioned within the detection area DA of the stereo camera <NUM>. This configuration is extremely useful in reliably perceiving the relationship between the front wheel <NUM> and objects that are present at the outer side in the width direction of the front wheel <NUM>.

Note that a 3D area sensor, a 3D distance sensor, or the like can be used instead of each of the stereo cameras <NUM>. A 3D area sensor has a well-known structure in which each of the plurality of image sensors arranged on a flat surface obtains distance information. The well-known TOF method or the like can be used to obtain the distance information of each pixel. It is also possible to use a 3D distance sensor that obtains a 3D point group by receiving light from a near-infrared radiation LED or an infrared radiation LED by means of light-receiving elements, such as a plurality of CMOS sensors, disposed on a surface.

Furthermore, a laser sensor or an ultrasonic sensor can also be used instead of each of the stereo cameras <NUM>.

Furthermore, it is also possible to use a millimeter wave sensor, which uses electromagnetic waves with a wavelength of <NUM>-<NUM>, instead of the stereo camera <NUM>. Alternatively, it is possible to use Light Detection and Ranging or Laser Imaging Detection and Ranging (LiDAR), in which the distance to an object is measured on the basis of reflection light of pulsed laser light being radiated.

Note that each of the stereo cameras <NUM> may be disposed in the interior of an upper end portion of the corresponding control arm <NUM>. For example, the stereo camera <NUM> is disposed in a hollow portion provided in the control arm <NUM>. In this case, a transparent cover is attached to the front surface of the upper end portion of the control arm <NUM>, and the pair of lens units <NUM> are disposed at the inner side with respect to the cover.

Note that, as shown in <FIG>, an area in front of the personal mobility vehicle <NUM> is positioned within the detection area DA of each of the stereo cameras <NUM> in this embodiment. For example, the area in front of the head of the driver is positioned within the detection area DA of the stereo camera <NUM>. By doing so, it is also possible to perceive the relationship between the head of the driver and an object to be avoided that is present in front of the head of the driver.

In another example, as shown in <FIG>, each of the front wheels <NUM> has a hub and an outer circumferential member <NUM> that is provided on the outer circumference of the hub and that has rubber-like elasticity. Each of the rear wheels <NUM> shown in <FIG> is an omnidirectional wheel having an axle, a plurality of rollers, and a hub similar to the above-described axle <NUM>, rollers <NUM>, and hub <NUM>, respectively, and is supported on a rear end side of the body <NUM> with a suspension similar to the suspension <NUM> interposed therebetween. In addition, the motor <NUM> may be supported on the base frame 32a in the vicinity of each of the pair of front wheels <NUM>, and each of the front wheels <NUM> may be driven by the corresponding motor <NUM>. This embodiment may be configured so that the rear wheels <NUM> are driven by the motors <NUM>, or alternatively, so that wheels other than the front wheels <NUM> and the rear wheels <NUM> are driven by the motors <NUM>.

Note that, in the case where a millimeter wave sensor is used instead of each of the left and right stereo cameras <NUM>, the antenna or substrate of the right millimeter wave sensor can be oriented obliquely downward and obliquely outward (rightward), and the antenna or substrate of the left millimeter wave sensor can be oriented obliquely downward and obliquely outward (leftward). This arrangement is useful in improving the detection accuracy of an area at the outer side in the vehicle width direction of the corresponding front wheel <NUM> or rear wheel <NUM>.

As shown in <FIG>, the server <NUM> includes: a control section <NUM> having a CPU, a RAM, and the like; a storage unit <NUM> having a non-volatile memory, a ROM, and the like; and a transmitting and receiving portion <NUM>. The storage unit <NUM> stores first map data <NUM> indicating areas in which the personal mobility vehicle <NUM> can travel and second map data <NUM> having information about safety while the personal mobility vehicle <NUM> is traveling or is at a standstill. In addition, the storage unit <NUM> stores a passing-point setting program <NUM> for setting a plurality of passing points spaced apart from one another between the current position of the personal mobility vehicle <NUM> and a destination.

On the other hand, a terminal device <NUM>, such as a tablet computer or a smartphone, is provided on the personal mobility vehicle <NUM> side. As shown in <FIG>, the terminal device <NUM> includes: a control section <NUM> having a CPU, a RAM, and the like; a storage unit <NUM> having a non-volatile memory, a ROM, and the like; a transmitting and receiving portion <NUM>; a display <NUM>; and an input device <NUM>, such as a touch screen or an input key. In one example, the terminal device <NUM> and the controller <NUM> store the first map data <NUM> received from the server <NUM> or another computer. Note that the controller <NUM>, the server <NUM>, and the terminal device <NUM> can communicate with one another. The terminal device <NUM> is owned by, for example, the rider of the personal mobility vehicle <NUM>, a person related to the rider, or the like. The terminal device <NUM> may be supported on the personal mobility vehicle <NUM> by using a predetermined support device.

The controller <NUM> stores the second map data <NUM> received from the server <NUM> or another computer. The terminal device <NUM> may store the second map data <NUM> received from the server <NUM> or another computer. The first map data <NUM> and the second map data <NUM> may be stored in the terminal device <NUM> and the controller <NUM> by using a medium, such as a DVD-ROM.

In one example, the first map data <NUM> includes map information on the interiors of buildings, the interiors of station premises, and outdoor areas. The map information on the interior of buildings and the interior of station premises includes information on objects such as pathways, rooms, doors, entrance doors, walls, columns, stairs, elevators, and escalators. The map information on outdoor areas includes information on roads, sidewalks, stairs, buildings, rivers, ponds, the sea, non-paved areas, and the like. Non-paved areas include bush areas, grassy field areas, lawn areas, gravel areas such as dirt roads, sand areas such as sandy beaches, and the like.

<FIG> shows an example of the first map data <NUM>. In <FIG>, the personal mobility vehicle <NUM> cannot travel in the hatched areas, whereas the personal mobility vehicle <NUM> can travel in areas other than the hatched areas. Note that grassy field areas, lawn areas, gravel areas, sandy beaches, and the like can be included in areas in which the personal mobility vehicle <NUM> can travel.

The second map data <NUM> is a map indicating a bump 122a and slopes 122b over which the personal mobility vehicle <NUM> can safely travel. <FIG> is a map formed by superimposing the second map data <NUM> on the first map data <NUM> in <FIG>. Drawn image elements in individual map data are associated with position data thereon. The map formed as a result of superimposing the second map data <NUM> on the first map data <NUM> may be displayed on the display <NUM> of the terminal device <NUM>, a display connected to the controller <NUM>, or the like. In this case, as shown in <FIG>, the height of the bump 122a, a travel difficulty level index 122c indicating the difficulty for traveling over the bump 122a, and the like may be shown in the vicinity of the bump 122a over which the personal mobility vehicle <NUM> can travel. Similarly, the gradient of a slope 122b, the height difference of the slope 122b, a travel difficulty level index 122d related to the difficulty for traveling over the slope 122b, and the like may be shown in the vicinity of the slope 122b. In addition, a tilt direction index 122e indicating the direction of a slope 122b may be shown on or near the slope 122b. In short, the second map data <NUM> includes the travel difficulty level indexes 122c, 122d and also includes the tilt direction index 122e. The travel difficulty level index 122d may be shown by the size, the length, the color, or the like of an arrow.

The server <NUM> receives, from the terminal device <NUM>, information on the current position of the personal mobility vehicle <NUM> and information on a destination. The server <NUM> may receive, from the controller <NUM>, information on the current position and information on a destination based on input to the setting portion <NUM>. The information on the current position may be based on information input to the terminal device <NUM> by the operator of the terminal device <NUM>. For example, the operator inputs, to the terminal device <NUM>, information that can identify the position at which the personal mobility vehicle <NUM> is disposed, such as a building name, a room number, and a floor number. The operator may input an arbitrary position on the first map data <NUM> displayed on the display <NUM> by using a pointer, a touch screen function, or the like. The information based on the identified position is transmitted from the terminal device <NUM> to the server <NUM>. In the case where the control section <NUM> of the controller <NUM> performs well-known current position estimation by using a Global Navigation Satellite System (GNSS) receiver, an odometer, the stereo cameras <NUM>, or the like provided on the personal mobility vehicle <NUM>, the estimated position may be transmitted from the controller <NUM> to the server <NUM> as the information on the current position. In contrast, in the case where the information on the current position is based on input performed by the operator, the information on the current position can be set easily, whereby setting of the current position becomes reliable in many cases. In addition, because the capacity of the battery BA of the personal mobility vehicle <NUM> is strictly limited, it is more preferable in reducing the power consumption of the battery BA to set the information on the current position on the basis of input performed by the operator.

In the example shown in <FIG>, the current position is a location in a room of a building, and the destination is a location in a park. The control section <NUM> of the server <NUM> sets a plurality of passing points P between the current position and the destination on the basis of the passing-point setting program <NUM> and transmits, to the controller <NUM>, information on the passing points P that have been set. The information on the passing points P that have been set may be transmitted to the terminal device <NUM>. For example, in the controller <NUM>, the series of passing points P shown in <FIG> are set on a map including the first map data <NUM> and the second map data. Information on the passing points P is, for example, the position information about each of the passing points P on the first map data <NUM>.

Subsequently, in the case where the personal mobility vehicle <NUM> is in an autonomous driving mode, the control section <NUM> of the controller <NUM> creates travel routes between the plurality of passing points P so as to pass, one after another, the plurality of passing points P or the vicinity thereof, on the basis of a travel-route creation program 82c stored in the storage unit <NUM>. More specifically, the control section <NUM> creates a travel route up to the next passing point (the next passing point which the personal mobility vehicle <NUM> should pass) P by using data obtained by sensors such as the stereo cameras <NUM>, the first map data <NUM>, and the second map data <NUM>. Also, when arriving at the next passing point P or the vicinity thereof, the control section <NUM> further creates a travel route up to the next passing point P by using the data obtained by sensors such as the stereo cameras <NUM>, the first map data <NUM>, and the second map data <NUM>. Note that the personal mobility vehicle <NUM> enters the autonomous driving mode on the basis of, for example, an input to the input device <NUM> of the terminal device <NUM> or an input to the setting portion <NUM>. Note that each of the passing points P may include information on the direction in which the personal mobility vehicle <NUM> should be oriented (arrangement information). In this case, a created travel route is used to make the direction of the personal mobility vehicle <NUM> coincide with the arrangement information included in the next passing point P when the personal mobility vehicle <NUM> reaches the next passing point P.

In the autonomous driving mode, the control section <NUM> of the controller <NUM> transmits drive signals for driving each of the motors <NUM> to the motor driver <NUM>, thereby causing the personal mobility vehicle <NUM> to follow the created travel route. At this time, the travel route may be displayed on the display <NUM> of the terminal device <NUM>, and also the position of the personal mobility vehicle <NUM> obtained moment by moment by using well-known current position estimation technology may be displayed on the display <NUM>.

Here, the word "vicinity" means that, for example, the distance from the personal mobility vehicle <NUM> to a passing point P is less than or equal to a reference distance (several meters in one example). In addition, the passing points P may be set every several meters or may be set every <NUM>-<NUM> meters. These examples are not meant to limit the passing points P from being set at intervals of larger distances.

When creating a travel route passing via a bump 122a, the control section <NUM> sets the angle at which the personal mobility vehicle <NUM> enters the bump 122a within an angle range from <NUM>° to <NUM>°, in which <NUM>° and <NUM>° are included, in this travel route. In one example, a travel route is created between two passing points P, as shown in <FIG> by a broken line DL1. In addition, another travel route is created between two passing points P, as shown in <FIG> by a broken line DL2. In the travel route DL1, the angle at which the personal mobility vehicle <NUM> enters the slope 122b is within the angle range from <NUM>° to <NUM>° in which <NUM>° and <NUM>° are included. In the travel route DL2, the angle at which the personal mobility vehicle <NUM> enters the bump 122a is within the angle range from <NUM>° to <NUM>° in which <NUM>° and <NUM>° are included.

Note that, in the personal mobility vehicle <NUM> in this embodiment <NUM>, the front wheels <NUM> or the rear wheels <NUM> are omnidirectional wheels. For this reason, the personal mobility vehicle <NUM> can change the direction thereof at that point without having to move forward or backward. For this reason, positions just before the bump 122a and the slope 122b in a travel route created by the control section <NUM> may include accompanying information about the direction in which the personal mobility vehicle <NUM> should be oriented at those positions. This accompanying information constitutes a part of the created travel route, and the personal mobility vehicle <NUM> changes its direction according to this accompanying information. Note that the controller <NUM> of the personal mobility vehicle <NUM> controls each of the motors <NUM> via the motor driver <NUM> by using detection results of sensors such as the stereo cameras <NUM> so that the access angle is within the above-described angle range. Preferably, when the personal mobility vehicle <NUM> is to actually access the bump 122a and the slope 122b and also while the personal mobility vehicle <NUM> is traveling over the bump 122a and the slope 122b, the controller <NUM> should control each of the motors <NUM> by using the detection results of sensors such as the stereo cameras <NUM> so that the access angle is within the above-described angle range.

Although passing points P are set just before the bump 122a and the slope 122b in the example shown in <FIG>, passing points P may be set beyond the bump 122a and the slope 122b, as shown in <FIG>. Also in this case, the control section <NUM> sets the angle at which the personal mobility vehicle <NUM> enters the bump 122a and the slope 122b within the angle range from <NUM>° to <NUM>° in which <NUM>° and <NUM>° are included.

Note that the angle at which the personal mobility vehicle <NUM> enters the bump 122a or the slope 122b may be preferably set within the angle range from <NUM>° to <NUM>° in which <NUM>° and <NUM>° are included in some cases in order to mitigate the impact produced when the personal mobility vehicle <NUM> enters the bump 122a or the slope 122b.

Here, as shown in <FIG>, the access angle is an acute angle γ between the vehicle front-rear direction of the personal mobility vehicle <NUM> and the extension direction of the bump 122a or the angle between the vehicle front-rear direction of the personal mobility vehicle <NUM> and the extension direction of the edge line of the slope 122b.

In addition, the control section <NUM> creates, as a part of a travel route, information on the orientation of the personal mobility vehicle <NUM> (direction in which the personal mobility vehicle <NUM> is oriented) at the time the personal mobility vehicle <NUM> stops in each of the slopes 122b. For example, the control section <NUM> creates orientation information of the personal mobility vehicle <NUM> so that the angle formed between the orientation of the arrow of the tilt direction index 122e and the vehicle front-rear direction of the personal mobility vehicle <NUM> is set within an angle range of <NUM>° or less in which <NUM>° is included. When the personal mobility vehicle <NUM> stops in a slope 122b, the control section <NUM> of the controller <NUM> transmits, to the motor driver <NUM>, drive signals for driving each of the motors <NUM>, thereby causing the orientation of the personal mobility vehicle <NUM> to be an orientation in accordance with the orientation information included in the travel route.

If the above-described angle is large in the case where the front wheels <NUM> or the rear wheels <NUM> of the personal mobility vehicle <NUM> are omnidirectional wheels or casters, the front end side or the rear end side of the personal mobility vehicle <NUM> could unintentionally move in the vehicle width direction when the personal mobility vehicle <NUM> stops. For this reason, the above-described angle should preferably be an angle that can prevent such an unintentional movement. For example, the front wheels <NUM> or the rear wheels <NUM> of the personal mobility vehicle <NUM> in this embodiment are omnidirectional wheels. For this reason, when the central axis line of the axle <NUM> of each of the omnidirectional wheels coincides with the tilt direction of a slope 122b, the omnidirectional wheels unintentionally move downward on the slope 122b. The above-described configuration capable of preventing such a movement is advantageous in improving the safety of the rider of the personal mobility vehicle <NUM> and people around the vehicle.

Note that any of the controller <NUM>, the server <NUM>, and the terminal device <NUM> may receive travel area reference information on the basis of input performed by the operator or the rider and may change, in the first map data <NUM>, areas in which the personal mobility vehicle <NUM> can travel according to the received travel area reference information. For example, the operator or the rider inputs a setting value of the travel area reference information to the setting portion <NUM> or the input device <NUM> of the terminal device <NUM>. When a setting value placing importance on safety is input, a new untravelable area is added to the first map data <NUM>. For example, the width of an untravelable area in the vicinity of the roadway is increased. Data on the newly added untravelable area may be included in the second map data <NUM>. This realizes autonomous running which further matches a demand from the rider.

In addition, in the second map data <NUM>, a travel fatigue index may be associated with each partial area in a travelable area. In one example, the travel fatigue index relates to an irregularity state of the travel surface, a level of slipperiness of the travel surface, and the like. In addition, any of the controller <NUM>, the server <NUM>, and the terminal device <NUM> receives a request related to travel fatigue on the basis of input performed by the operator or the rider. In this case, the control section <NUM> of the server <NUM> sets a plurality of passing points according to the above-described request with reference to the travel fatigue index of each of the partial areas. The control section <NUM> of the controller <NUM> may create a travel route according to the above-described request, referring to the travel fatigue index of each of the partial areas. This realizes autonomous running according to the state of the rider.

On the other hand, on the basis of input performed by the operator or the rider, at least any one of the controller <NUM>, the server <NUM>, and the terminal device <NUM> may receive a request related to travel fatigue for achieving sooner arrival at the destination. In this case, the control section <NUM> sets passing points by taking into account placing importance on a reduction in the travel time, and accordingly, the control section <NUM> also creates travel routes by taking into account placing importance on a reduction in the travel time.

In addition, in the case of, for example, foul weather, rainy weather, snowfall, or melting hot weather, if at least any one of the controller <NUM>, the server <NUM>, and the terminal device <NUM> receives a request for avoiding these severe meteorological conditions on the basis of input performed by the operator, the rider, or the like, the control section <NUM> sets passing points for avoiding these severe meteorological conditions, and accordingly, the control section <NUM> creates travel routes for avoiding these severe meteorological conditions.

Any of the controller <NUM>, the server <NUM>, and the terminal device <NUM> may receive, on the basis of input performed by the operator or the rider, evaluation scores of bumps, slopes, and the like in the first map data <NUM> or the second map data <NUM>. For example, the terminal device <NUM> displays a selected bump 122a or slope 122b together with choices of evaluation scores on the display <NUM>. The bump 122a or the slope 122b disposed closest to the personal mobility vehicle <NUM> may be displayed as the selected bump 122a or slope 122b on the display <NUM>, or alternatively, a bump 122a or a slope 122b may be selected on the basis of input performed by the operator or the rider. When an evaluation score is selected on the basis of input performed by the operator or the rider, the selected evaluation score is transmitted to the server <NUM> together with information on the corresponding bump 122a or slope 122b. The control section <NUM> of the server <NUM> accumulates the received evaluation score in the storage unit <NUM>, determines the travel difficulty level indexes 122c and 122d of the bumps 122a and the slopes 122b on the basis of the accumulated evaluation score, and reflects the determined travel difficulty level indexes 122c and 122d on the second map data <NUM>.

The personal mobility vehicle <NUM> may be provided with a well-known inclination sensor <NUM> (<FIG>). In this case, the controller <NUM> receives a measurement value of the inclination sensor <NUM>. In addition, the controller <NUM> transmits, to the server <NUM>, the received measurement value which is associated with the current position that has been estimated by using the GNSS receiver, odometer, stereo cameras <NUM>, or the like. The control section <NUM> of the server <NUM> accumulates the received measurement value in the storage unit <NUM> as an evaluation score, determines a travel difficulty level index 122d of each of the slopes 122b on the basis of the accumulated evaluation score, and reflects the determined travel difficulty level index 122d on the second map data <NUM>.

On the basis of input performed by the operator or the rider, any of the controller <NUM>, the server <NUM>, and the terminal device <NUM> may receive an evaluation score of a people congestion level in each of the travelable areas (how heavily the area is crowded) on the first map data <NUM>. For example, the terminal device <NUM> displays, on the display <NUM> thereof, a selected partial area in a travelable area together with choices of evaluation scores. The partial area disposed closest to the personal mobility vehicle <NUM> may be selected, or alternatively, a partial area may be selected on the basis of input performed by the operator or the rider. When an evaluation score is selected on the basis of input performed by the operator or the rider, the selected evaluation score is transmitted to the server <NUM> together with information on the corresponding partial area. The control section <NUM> of the server <NUM> accumulates the received evaluation score in the storage unit <NUM>, determines a travel difficulty level index of each of the partial areas on the basis of the accumulated evaluation score, and reflects the determined travel difficulty level index on the second map data <NUM>.

Any of the controller <NUM>, the server <NUM>, and the terminal device <NUM> may receive evaluation scores of travel difficulty level in buildings, facilities, and shops on the first map data <NUM> on the basis of input performed by the operator or the rider. For example, the terminal device <NUM> displays, on the display <NUM> thereof, a selected building, facility, or shop together with choices of evaluation scores. The building, facility, or shop disposed closest to the personal mobility vehicle <NUM> may be selected, or alternatively, a building, a facility, or a shop may be selected on the basis of input performed by the operator or the rider. When an evaluation score is selected on the basis of input performed by the operator or the rider, the selected evaluation score is transmitted to the server <NUM> together with information on the corresponding building, facility, or shop. The control section <NUM> of the server <NUM> accumulates the received evaluation score in the storage unit <NUM>, determines a travel difficulty level index of each of the buildings, facilities, and shops on the basis of the accumulated evaluation score, and reflects the determined travel difficulty level index on the second map data <NUM>.

These configurations are advantageous in efficiently creating second map data <NUM> which matches a request from the rider of the personal mobility vehicle <NUM>. In particular, updating the second map data <NUM> on the basis of evaluation scores input by the rider is based on the perspectives of the rider who actually uses the second map data <NUM>, which allows the second map data <NUM> to be reliable to the rider.

Note that the terminal device <NUM> may display choices of attributes of the rider on the display <NUM> thereof. The attributes include the age of the rider, the condition of the rider, and the like. In this case, the server <NUM> can accumulate, in the storage unit <NUM>, the received evaluation scores, classified by attribute, and can create a plurality of items of second map data <NUM> corresponding to the plurality of respective attributes. In short, for example, the plurality of items of second map data <NUM> have different travel difficulty level indices 122c and 122d. As a result of the rider selecting an item of second map data <NUM> according to his/her state and the like, passing points are set and travel routes are created according to the state of the rider.

Note that the terminal device <NUM> may be responsible for some or all of the above-described functions of the controller <NUM>. For example, the control section <NUM> of the terminal device <NUM> may set a travel route between passing points P. In this manner, a control section of another computer device can execute some or all of the above-described functions of the controller <NUM>.

In this embodiment, the control section <NUM> creates travel routes for the personal mobility vehicle <NUM> on the basis of the first map data <NUM> indicating areas in which the personal mobility vehicle <NUM> can travel and the second map data <NUM> having information about safety while the personal mobility vehicle <NUM> is traveling or is at a standstill.

For example, the first map data <NUM> includes data on the positions and areas of sidewalks, the interiors of buildings, the interiors of station premises, open spaces, parks, and the like, and the second map data <NUM> includes information about bumps, slopes, and the like that are present on sidewalks, in buildings, in station premises, in open spaces, in parks, and the like. In the present aspect, because the second map data <NUM> having information about safety while the personal mobility vehicle <NUM> is traveling or is at a standstill is used, travel routes are set by taking into account safety while the personal mobility vehicle <NUM> is traveling or is at a standstill.

In addition, it is possible to create first map data <NUM> having almost all of the positions and areas of sidewalks, interiors of buildings, interiors of station premises, open spaces, parks, and the like. In addition, the positions and areas of sidewalks, interiors of buildings, interiors of station premises, open spaces, parks, and the like are not changed so often, and therefore, once the first map data <NUM> is created, the update frequency thereof is not so high. On the other hand, it is difficult to create second map data <NUM> including almost all information about safety while the personal mobility vehicle <NUM> is traveling or is at a standstill. For example, it is difficult for the rider of the personal mobility vehicle <NUM> to perceive, with his/her eyes in a short time period, all bumps, slopes, and the like that are present on sidewalks, in buildings, in station premises, in open spaces, in parks, and the like. In addition, the first map data <NUM> has detailed shape information, position information, and the like of each element, and thus it often takes a long time to add data to the first map data <NUM>. In contrast, in the aforementioned aspect, it is possible to update the second map data <NUM>, which has, for example, a simple data structure different from that of the first map data <NUM>. Therefore, it is possible to update the second map data <NUM> moment by moment, which makes it possible to set travel routes in accordance with a request from the rider of the personal mobility vehicle <NUM>.

In addition, the travel route creation system according to this embodiment includes: the server <NUM> for setting a plurality of passing points P spaced apart from one another between the current position of the personal mobility vehicle <NUM> and a destination at least on the basis of the first map data <NUM> indicating areas in which the personal mobility vehicle <NUM> can travel, information on the current position of the personal mobility vehicle <NUM>, and information on the destination; the sensors provided in the personal mobility vehicle <NUM>; and the control sections <NUM> and <NUM> that receive information on the plurality of passing points P from the server <NUM> and that create travel routes between the plurality of passing points P by using data obtained with the sensors so as to pass, one after another, the passing points P or the vicinities thereof.

The control sections <NUM> and <NUM> create travel routes between the plurality of passing points P. In short, if a travel route up to the next passing point P has been created, the personal mobility vehicle <NUM> can arrive at that passing point P or the vicinity thereof. More specifically, even in the case where it becomes necessary to change a travel route for the personal mobility vehicle <NUM> according to the presence, motion, and the like of other objects including people and bicycles, the control sections <NUM> and <NUM> just need to change the travel route up to the next passing point P. Therefore, power consumption due to moment-by-moment changes of travel routes can be reduced. In the case where the control sections <NUM> and <NUM> are operated with the battery BA of the personal mobility vehicle <NUM>, the power consumption of the battery BA of the personal mobility vehicle <NUM> is reduced, and also in the case where the control section <NUM> is a tablet computer or the like, the power consumption of the battery BA is reduced. This will make the rider more comfortable.

In addition, in the travel route creation system according to this embodiment, when the control sections <NUM> and <NUM> create a travel route that allows the personal mobility vehicle <NUM> to pass via the bump 122a or a slope 122b on the basis of the second map data <NUM> indicating the bump 122a or the slope 122b over which the personal mobility vehicle <NUM> can travel, the control sections <NUM> and <NUM> create a travel route in which the angle of access to the bump 122a or the slope 122b is be <NUM>° or more.

In the case where the front wheels <NUM> or the rear wheels <NUM> of the personal mobility vehicle <NUM> are omnidirectional wheels, if the access angle, i.e., the acute angle γ between the vehicle front-rear direction of the personal mobility vehicle and the extension direction of a bump, or the like is small, the personal mobility vehicle <NUM> readily moves in an unintended direction at the time the omnidirectional wheels access the bump. In the case where the front wheels <NUM> or the rear wheels <NUM> of the personal mobility vehicle <NUM> are other types of wheels, a similar phenomenon may also occur. With the above-described configuration, the control sections <NUM> and <NUM> create a travel route that causes the angle at which the personal mobility vehicle <NUM> enters the bump 122a or the slope 122b to be <NUM>° or more. For this reason, it is possible to suppress unintended movement of the personal mobility vehicle <NUM> when the personal mobility vehicle <NUM> enters a bump or a slope, which makes the rider more comfortable.

In this embodiment, the control sections <NUM> and <NUM> create a travel route that sets the angle at which the personal mobility vehicle <NUM> enters the bump 122a within an angle range of <NUM>° or less.

When the angle at which the personal mobility vehicle <NUM> enters the bump 122a is <NUM>°, the impact applied to the personal mobility vehicle <NUM> may be large in some cases in accordance with the specifications of the personal mobility vehicle <NUM>, the state of the bump 122a, or the like. With this configuration, the angle at which the personal mobility vehicle <NUM> enters the bump 122a is <NUM>° or less, which can make the rider more comfortable.

In this embodiment, the personal mobility vehicle <NUM> includes sensors having the detection areas DA which cover areas at the outer sides in the width direction of the front wheels <NUM>, and the control sections <NUM> and <NUM> control the personal mobility vehicle <NUM> by using detection results of the sensors so that the angle at which the personal mobility vehicle <NUM> enters the bump 122a or the slope 122b is <NUM>° or more.

When this configuration is used, the relationship between the bump 122a or the slope 122b and the front wheels <NUM> can be perceived on the basis of the detection results of the sensors. For this reason, the access angle at which the front wheels <NUM> access the bump 122a or the slope 122b can be reliably set to <NUM>° or more.

In this embodiment, the front wheels <NUM> or the rear wheels <NUM> are omnidirectional wheels.

Claim 1:
A travel route creation system which creates a travel route for a personal mobility vehicle (<NUM>) which is capable of travelling with an autonomous driving mode and whose front wheel (<NUM>) or rear wheel (<NUM>) is an omnidirectional wheel, the travel route creation system comprising
a controller configured to create the travel route in which an entering angle to an extension direction of a bump (122a) or an extension direction of an edge line of a slope (122b) is set within an angle range of equal to or more than <NUM>° and equal to or less than <NUM>° based on map data indicating the extension direction of the bump (122a) or the extension direction of the edge line of the slope (122b) which the personal mobility vehicle (<NUM>) can travel over, when creating the travel route for the personal mobility vehicle (<NUM>) to pass the bump (122a) or the slope (122b),
wherein the controller is a controller (<NUM>) provided in a control unit (<NUM>) of the personal mobility vehicle (<NUM>), or a control section (<NUM>) of a terminal device (<NUM>) provided on the personal mobility vehicle side.