Patent ID: 12230135

DETAILED DESCRIPTION

Hereinafter, an embodiment of the present disclosure will be described.

Summary of Embodiment

An outline of a system1according to an embodiment of the present disclosure will be described with reference toFIG.1. The system1includes a plurality of vehicles10and a server20. The plurality of vehicles10and the server20can communicate with each other via a network30including, for example, the Internet and a mobile communication network. The vehicle10is, for example, a passenger automobile such as a bus, but the vehicle10is not limited to this and may be any vehicle that a person can board. The vehicle10is capable of automatically performing steering and acceleration/deceleration operations in an environment that meets certain criteria, for example, or in any environment. The vehicle10may be capable of automated driving such as any one of Level 1 to Level 5 as defined by the Society of Automotive Engineers (SAE), for example. The server20is, for example, an information processing apparatus such as a computer.

In the present embodiment, the plurality of vehicles10are used as circulating buses that travel over a circulation route. The server20manages the operation of the plurality of vehicles10by notifying the plurality of vehicles10of an operation schedule. The plurality of vehicles10operate in accordance with the operation schedule notified by the server20.

With reference toFIG.2, an overview of operations of each vehicle10that operates in accordance with the operation schedule will be described. When introduced into the circulation route from a base, each vehicle10can travel clockwise along the circulation route while allowing passengers to get on and off at each bus stop among bus stops X to Z on the circulation route. InFIG.2, three vehicles10ato10care traveling on the circulation route. When each vehicle10has traveled a specified number of laps n (n is a natural number equal to or greater than2, and n=4 laps in the present embodiment) after being introduced into the circulation route, the vehicle10returns to the base and switches with another vehicle10on standby. Here, “switches” indicates that the vehicle10returns to the base from the circulation route and that the other vehicle10on standby is introduced into the circulation route from the base. The switching of a vehicle10with another vehicle10on standby is also referred to below as “normal switching”. InFIG.2, two vehicles10d,10eare on standby at the base. Each vehicle10returns to the base from the circulation route and remains on standby at the base after undergoing operations such as refueling and maintenance, for example.

With reference toFIG.3, the operation schedule will be explained in detail.FIG.3illustrates the operation schedule assigned to each of seven vehicles10ato10g. The horizontal axis inFIG.3indicates the time. Time=0 is an operation start time of the transportation service using the plurality of vehicles10. The time periods depicted with a rightward arrow indicate that the vehicle10is traveling on the circulation route. The length of the arrow indicates the time (3t in the present embodiment) required for the vehicle10to travel one lap on the circulation route. The numerical value inside the arrow indicates the number of the lap that the vehicle10is on after introduction into the circulation route. The time corresponding to the left end of the arrow with the number “1” inside indicates the time when the vehicle10is introduced into the circulation route from the base. The time corresponding to the right end of an arrow indicates the time at which the vehicle10returns to the base from the circulation route if there is no continuous next arrow to the right of the arrow.

When the operation schedule illustrated inFIG.3is applied, the vehicle10ais introduced into the circulation route from the base at time=0, and when the vehicle10acompletes the specified number of laps n (here, n=4 laps) at time=12t, the vehicle10areturns to the base and is switched with the vehicle10don standby, for example. The vehicle10dis introduced into the circulation route from the base at time=12t, returns to the base at time=24t after completing the specified number of laps n (here, n=4 laps), and is switched with the vehicle10aon standby. In this way, the vehicles10aand10goperate while switching with each other. Similarly, the vehicles10band10eoperate while switching with each other, and the vehicles10cand10foperate while switching with each other. Here, the vehicle10bis introduced into the circulation route at time=4t, and the vehicle10cis introduced into the circulation route at time=8t.

Consequently, according to the operation schedule, the number of vehicles10traveling on the circulation route is maintained at the specified number (in this case, a=3) from time=8t onwards. From time=8t onwards, “a” vehicles10traveling on the circulation route are arranged at substantially equal intervals on the circulation route. The above-described normal switching also occurs once in a specified period P (here, P=4t) from time=12t onwards. Also, from time=8t onwards, a plurality of vehicles10are not on the same lap simultaneously among the “a” vehicles10traveling on the circulation route (i.e., the number of the lap being traveled differs for each of the “a” vehicles10traveling on the circulation route). For example, vehicles10a,10b, and10c, which are traveling on the circulation route at time=8t, are traveling on their third, second, and first laps, respectively. Since a plurality of vehicles10are not on the same lap simultaneously, the specified period P can be longer than the time required for the vehicle10to make one lap of the circulation route (in this case, 3t). By lengthening the specified period P in which the normal switching occurs, the frequency with which the vehicles10return to the base from the circulation route (for example, the frequency with which regular switching occurs) is reduced, thereby increasing the time available for operations such as refueling and maintenance to be performed on the vehicles10that return to the base.

As an exception, the vehicle10eis introduced into the circulation route at time=t and is switched with the vehicle10bat time=4t. As an exception, the vehicle10fis introduced into the circulation route at time=2t and is switched with the vehicle10cat time=8t.

Consequently, according to the operation schedule, the number of vehicles10traveling on the circulation route is maintained at the specified number (in this case, a=3) from time=2t onwards. From time=2t onwards, “a” vehicles10traveling on the circulation route are arranged at substantially equal intervals on the circulation route. The above-described normal switching occurs once in each specified period P (here, P=4t) from time=4t onwards. Note that during a certain time period (here, the period from time=0 to time=8t) from the operation start time of the transportation service, a plurality of vehicles10are on the same lap simultaneously on an exceptional basis. For example, the vehicles10aand10f, which are on the circulation route at time=5t, are both on their second lap. However, in order for the cycle in which the normal switching occurs to be maintained as the specified period P (here, P=4t), the vehicles10eand10fthat are exceptionally introduced during the certain time period are switched with the vehicles10band10c, respectively, before completing the specified number of laps n (here, n=4 laps).

In the present embodiment, each vehicle10travels automatically to follow the operation schedule. Specifically, each vehicle10has a set upper speed limit allowed in advance. When a vehicle10traveling on the circulation route is delayed relative to the operation schedule, for example, the vehicle10can accelerate, to an extent that the vehicle speed does not exceed the upper speed limit, in order to reduce or eliminate the delay.

A case is now considered in which a first vehicle10stopped at a bus stop, for example, experiences a relatively long delay, and a second vehicle10operating according to the operation schedule passes the first vehicle10. In such a case, the first vehicle10might subsequently pass the second vehicle10by accelerating to reduce or eliminate the delay after departing the bus stop. However, the processing load and difficulty of automatic driving control when passing are higher than for automatic driving control during normal travel. Therefore, an increase in the number of times vehicles10pass each other may be undesirable from a safety perspective.

In contrast, the server20according to the present embodiment judges whether the first vehicle10is delayed relative to the operation schedule. When the server20judges that the first vehicle10is delayed relative to the operation schedule, the server20judges whether passing of the first vehicle10by the second vehicle10has occurred (i.e., whether the second vehicle10has passed the first vehicle10). When the server20judges that passing by the second vehicle10has occurred, the server20then sets a limit on the vehicle speed of the first vehicle10.

According to this configuration, even if the first vehicle10is passed by the second vehicle10and accelerates to reduce or eliminate the delay, the likelihood of the first vehicle10subsequently passing the second vehicle10is reduced. Accordingly, technology for controlling a plurality of vehicles10traveling automatically is improved in that the number of times vehicles10pass each other is reduced, thereby increasing safety.

Next, configurations of the system1will be described in detail.

(Configuration of Vehicle)

As illustrated inFIG.4, the vehicle10includes a communication interface11, a positioner12, an imager13, a memory14, and a controller15.

The communication interface11includes at least one communication interface for connecting to the network30. The communication interface is compliant with mobile communication standards such as the 4th generation (4G) standard or the 5th generation (5G) standard, for example, but these examples are not limiting. In the present embodiment, the vehicle10communicates with the server20via the communication interface11and the network30.

The positioner12includes one or more apparatuses configured to acquire positional information for the vehicle10. Specifically, the positioner12includes, for example, a receiver compliant with GPS, but is not limited to this example and may include a receiver compliant with any appropriate satellite positioning system.

The imager13includes one or more cameras. Each camera included in the imager13may be installed in the vehicle10so as to be able to capture a subject outside or inside the vehicle, for example. The images generated by the imager13can, for example, be used for automatic driving control of the vehicle10.

The memory14includes one or more memories. The memories are semiconductor memories, magnetic memories, optical memories, or the like, for example, but are not limited to these. The memories included in the memory14may each function as, for example, a main memory, an auxiliary memory, or a cache memory. The memory14stores any information used for operations of the vehicle10. For example, the memory14may store a system program, an application program, embedded software, and the like. The information stored in the memory14may be updated with, for example, information acquired from the network30via the communication interface11.

The controller15includes at least one processor, at least one programmable circuit, at least one dedicated circuit, or a combination of these. The processor is a general purpose processor such as a central processing unit (CPU) or a graphics processing unit (GPU), or a dedicated processor that is dedicated to specific processing, for example, but is not limited to these. The programmable circuit is a field-programmable gate array (FPGA), for example, but is not limited to this. The dedicated circuit is an application specific integrated circuit (ASIC), for example, but is not limited to this. The controller15controls the operations of the entire vehicle10. For example, the controller15controls the operations of the vehicle10according to the operation schedule notified by the server20.

(Configuration of Server)

As illustrated inFIG.5, the server20includes a communication interface21, a memory22, and a controller23.

The communication interface21includes at least one communication interface for connecting to the network30. The communication interface may be compliant with, for example, mobile communication standards, wired local area network (LAN) standards, or wireless LAN standards, but these examples are not limiting. The communication interface may be compliant with any appropriate communication standards. In the present embodiment, the server20communicates with the vehicle10via the communication interface21.

The memory22includes one or more memories. The memories included in the memory22may each function as, for example, a main memory, an auxiliary memory, or a cache memory. The memory22stores any information used for operations of the server20. For example, the memory22may store a system program, an application program, a database, map information, the operation schedule of the plurality of vehicles10, and the like. The information stored in the memory22may be updated with, for example, information acquired from the network30via the communication interface21.

The controller23includes at least one processor, at least one programmable circuit, at least one dedicated circuit, or a combination of these. The controller23controls the operations of the entire server20. Details of the operations of the server20controlled by the controller23will be described later.

(Server Operation Flow)

With reference toFIG.6, operations of the server20according to the present embodiment will be described.Step S100: The controller23of the server20stores the operation schedule of the plurality of vehicles10in the memory22. The operation schedule may, for example, be generated automatically by the controller23, inputted by an operator, or acquired from an external apparatus via the communication interface21and the network30.

Details are now provided in accordance with the example illustrated inFIG.3. As described above, the operation schedule stored in step S100is determined so that the number of vehicles10traveling on the circulation route is maintained at a specified number of vehicles a (here, a=3), except for a certain time period (here, the period from time=0 to time=2t) from the operation start time of the transportation service that uses the plurality of vehicles10. The operation schedule is determined so that “a” vehicles10traveling on the circulation route are arranged at substantially equal intervals on the circulation route, except for a certain time period (in this case, the period from time=0 to time=2t) from the operation start time. The operation schedule is also determined so that a plurality of vehicles10are not on the same lap simultaneously, except for a certain time period (in this case, the period from time=0 to time=8t) from the operation start time. Furthermore, the operation schedule is determined so that the switching between a vehicle10that has completed the specified number of laps n (here, n=4 laps) and another vehicle10occurs once in a specified period P (here, P=4t).Step S101: The controller23starts monitoring the status of the plurality of vehicles10.

Specifically, the controller23is communicably connected to each vehicle10via the communication interface21and the network30. The controller23notifies the plurality of vehicles10of the operation schedule of step S100. Each vehicle10operates in accordance with the operation schedule notified by the server20. The controller23then monitors the status of each vehicle10by receiving vehicle information from each vehicle10periodically or at any appropriate timing, for example. The vehicle information includes positional information for the vehicle10, but this example is not limiting. The vehicle information may include any appropriate information about the vehicle10, such as the speed of the vehicle10, information indicating deviation from the operation schedule (such as delay time), and information indicating that another vehicle10has been passed.Step S102: The controller23judges, based on the vehicle information acquired from the plurality of vehicles10during the monitoring, whether a first vehicle10on the circulation route is delayed relative to the operation schedule. When it is judged that the first vehicle10is delayed (step S102: Yes), the process advances to step S103. Conversely, when it is judged that the first vehicle10is not delayed (step S102: No), the process repeats step S102.Step S103: When it is judged in step S102that the first vehicle10is delayed relative to the operation schedule (step S102: Yes), the controller23judges whether passing of the first vehicle10by a second vehicle10on the circulation route has occurred (i.e., whether the second vehicle10has passed the first vehicle10). When it is judged that passing by the second vehicle10has occurred (step S103: Yes), the process advances to step S104. Conversely, when it is judged that passing by the second vehicle10has not occurred (step S103: No), the process returns to step S102.

If the first vehicle10is delayed relative to the operation schedule but is still traveling, the likelihood of being passed by the second vehicle10that is following behind is relatively low. Therefore, if the first vehicle10is delayed with respect to the operation schedule but is still traveling, steps S102and S103end up being repeatedly performed, which may unnecessarily increase the processing load on the controller23.

In contrast, in the present embodiment, the above-described judgment in step S102may be performed when the first vehicle10is stopped at a bus stop, for example. Specifically, in step S102, the controller23judges whether the first vehicle10is delayed relative to the operation schedule when the first vehicle10is stopped. On the other hand, if the first vehicle10is not stopped, the controller23reserves the judgment of whether the first vehicle10is delayed. According to this configuration, when the first vehicle10is delayed with respect to the operation schedule but is still traveling, the likelihood of steps S102and S103being repeatedly performed is reduced, thereby reducing the likelihood of an unnecessary increase in the processing load on the controller23.Step S104: when it is judged in step S103that passing by the second vehicle10has occurred (step S103: Yes), the controller23sets a limit on the vehicle speed of the first vehicle10.

Specifically, the controller23sets a limit on the vehicle speed of the first vehicle10by notifying the first vehicle10of the limit via the communication interface21and the network30. The limit is less than the upper speed limit allowed in advance for the first vehicle10. The first vehicle10travels automatically to an extent that the vehicle speed does not exceed the notified limit.

Here, the setting of the limit in step S104may be performed when the distance between the first vehicle10and the second vehicle10is less than a predetermined value. Specifically, the controller23calculates the distance between the vehicles based on, for example, positional information for the first vehicle10and the second vehicle10. The controller23sets a limit on the vehicle speed of the first vehicle10when the calculated distance between the vehicles is less than a predetermined value. According to this configuration, the delay of the first vehicle10can be partially eliminated while reducing the likelihood of the second vehicle10being passed by the first vehicle10.Step S105: The controller23dynamically changes the limit of the vehicle speed of the first vehicle10based on the vehicle speed of the second vehicle10after the passing of the first vehicle10by the second vehicle10has occurred.

In greater detail, the controller23dynamically changes the limit of the vehicle speed of the first vehicle10so as not to exceed the vehicle speed of the second vehicle10when the vehicle speed of the second vehicle10is equal to or greater than a reference value after the passing by the second vehicle10has occurred. The reference value is less than the upper speed limit allowed in advance for the second vehicle10. According to this configuration, the vehicle speed of the first vehicle10does not exceed the vehicle speed of the second vehicle10, except for when the vehicle speed of the second vehicle10is less than the reference value (for example, when the second vehicle10is stopped or is traveling slowly). The delay of the first vehicle10can thereby be partially eliminated while reducing the likelihood of the second vehicle10being passed by the first vehicle10.

The aforementioned operations pertaining to step S105are continuously performed until, for example, the first vehicle10returns to the base from the circulation route.

As described above, the server20according to the present embodiment judges whether the first vehicle10is delayed relative to the operation schedule. When the server20judges that the first vehicle10is delayed relative to the operation schedule, the server20judges whether passing of the first vehicle10by the second vehicle10has occurred. When the server20judges that passing by the second vehicle10has occurred, the server20then sets a limit on the vehicle speed of the first vehicle10.

According to this configuration, even if the first vehicle10is passed by the second vehicle10and accelerates to reduce or eliminate the delay, the likelihood of the first vehicle10subsequently passing the second vehicle10is reduced. Accordingly, technology for controlling a plurality of vehicles10traveling automatically is improved in that the number of times vehicles10pass each other is reduced, thereby increasing safety.

While the present disclosure has been described with reference to the drawings and examples, it should be noted that various modifications and revisions may be implemented by those skilled in the art based on the present disclosure. Accordingly, such modifications and revisions are included within the scope of the present disclosure. For example, functions or the like included in each component, each step, or the like can be rearranged without logical inconsistency, and a plurality of components, steps, or the like can be combined into one or divided.

For example, an embodiment in which the configuration and operations of the server20in the above embodiment are distributed to a plurality of information processing apparatuses capable of communicating with each other can also be implemented. For example, an embodiment in which some or all of the components of the server20are provided in the vehicle10can also be implemented.

For example, an embodiment in which a general purpose computer functions as the server20according to the above embodiment can also be implemented. Specifically, a program in which processes for realizing the functions of the server20according to the above embodiment are written may be stored in a memory of a general purpose computer, and the program may be read and executed by a processor. Accordingly, the present disclosure can also be implemented as a program executable by a processor, or a non-transitory computer readable medium storing the program.