JP2020175715A - Vehicle stop control device and vehicle stop control method - Google Patents

Abstract

To provide a vehicle stop control device and a vehicle stop control method, which enable establishment of compatibility between elimination of an occupant's anxiety and an increase in efficiency of supervisory services of a traffic control person in charge.SOLUTION: A vehicle stop control device comprises: an automated driving control part (501) that stops a vehicle when an obstacle existing around the vehicle is detected by using a front sensor; and a communication control part (507) that controls a communication part so as to establish communication with a traffic control terminal used by a traffic control person in charge. After the automated driving control part stops the vehicle, the communication control part makes the communication part perform communication connection with the traffic control terminal, and establishes a voice call using a call control part (107).SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle stop control device and a vehicle stop control method.

Conventionally, in a shared bus, passengers are handled by crew members such as drivers. For example, when the bus copes with the jumping out of pedestrians, or when the bus cannot be operated as scheduled, and when the bus is temporarily stopped, the occupants can explain the circumstances and alleviate the anxiety of the passengers.

However, unmanned autonomous driving of shared buses is being considered. When the occupants are no longer on board, it is necessary to make a communication connection between the bus and the control center, and to explain to the passengers the circumstances in which the bus is temporarily stopped by a voice call.

In that case, after an event that causes a temporary stop occurs, it takes a certain amount of time to start communication between the bus and the control center and to be able to talk with the person in charge of control. For this reason, there is a concern that passengers' anxiety will continue for a longer time than before.

In addition, there are various possible causes for the temporary stop. In all cases, when the communication between the bus and the control center is connected and the control person responds by voice call, the control person is often in charge of multiple buses by himself. Monitoring work becomes complicated and efficiency is significantly reduced.

On the other hand, when the vehicle is in a situation where it cannot be driven automatically while driving, the vehicle is stopped while indicating that the vehicle will be stopped by using an information presenting means that presents information around the vehicle. It has been proposed to control the operation (see Patent Document 1 and the like).

JP-A-2017-30518

However, although the technology disclosed in Patent Document 1 discloses that the surrounding vehicle is notified that the own vehicle will stop, there is no mention of application to a vehicle on which passengers are riding, such as a shared bus. It cannot be applied to relieve the anxiety of passengers in the shared bus.

The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle stop control device and a vehicle stop control method capable of both relieving anxiety of passengers and improving the efficiency of monitoring work of a control person.

The vehicle stop control device of one aspect of the present invention controls an automatic driving control unit for stopping the vehicle and a communication unit when an obstacle existing in the vicinity of the vehicle is detected, and is used by a control person. The communication control unit includes a communication control unit that allows communication with the terminal, and the communication control unit connects the communication control unit to the control terminal after the automatic driving control unit stops the vehicle. It is characterized by making a communication connection of.

The vehicle stop control device of one aspect of the present invention communicates with an abnormality diagnosis unit that diagnoses an abnormality in a vehicle and an automatic driving control unit that stops the vehicle when the vehicle is diagnosed as abnormal by the abnormality diagnosis unit. The communication control unit includes a communication control unit that controls the unit and communicates with the control terminal used by the control person, and the communication control unit is after the automatic driving control unit stops the vehicle. , The communication unit is made to make a communication connection with the control terminal.

The vehicle stop control device of one aspect of the present invention controls an automatic driving control unit for stopping the vehicle and a communication unit when an obstacle existing in the vicinity of the vehicle is detected, and is used by a control person. The communication control unit for communicating with the terminal and the information providing unit for causing the communication unit to transmit information about the vehicle to the control terminal are provided, and the information providing unit is provided with the automatic operation. The control unit transmits a first report including stop reason information notifying the reason for stopping the vehicle before the vehicle starts braking, and includes obstacle information regarding the obstacle during braking of the vehicle. A second report is transmitted, and after the vehicle is stopped, a third report including vehicle behavior information regarding the behavior of the vehicle when the vehicle is stopped is transmitted.

The vehicle stop control method for stopping a vehicle by automatic driving according to one aspect of the present invention includes a step of stopping the vehicle when an obstacle existing around the vehicle is detected, and a step of stopping the vehicle after stopping the vehicle. It is characterized by including a step of controlling a communication unit and making a communication connection with a control terminal used by a control person.

The vehicle stop control method for stopping a vehicle by automatic driving according to one aspect of the present invention includes a step of stopping the vehicle when the vehicle is diagnosed as abnormal by the abnormality diagnosis unit for diagnosing the abnormality of the vehicle, and the above-mentioned step of stopping the vehicle. It is characterized by including a step of controlling a communication unit and making a communication connection with a control terminal used by a control person after the vehicle is stopped.

A vehicle stop control method for stopping a vehicle by automatic driving according to an aspect of the present invention, in which a step of stopping the vehicle and braking by the vehicle when an obstacle existing in the vicinity of the vehicle is detected. A step of transmitting a first report including stop reason information notifying the reason for stopping the vehicle before starting, and a step of transmitting a second report including obstacle information regarding the obstacle while braking the vehicle. It is characterized by including a step of transmitting a third report including vehicle behavior information regarding the behavior of the vehicle when the vehicle is stopped after the vehicle is stopped.

According to the present invention, it is possible to eliminate the anxiety of passengers and improve the efficiency of monitoring work of the ATC personnel.

It is a schematic diagram which shows the whole shared bus control system to which the vehicle stop control device which concerns on 1st Embodiment is applied. It is a functional block diagram which shows the bus which concerns on 1st Embodiment. It is a functional block diagram which shows the main part related to the vehicle stop control in the bus which concerns on 1st Embodiment. It is a functional block diagram which shows the control terminal which concerns on 1st Embodiment. It is a flowchart which shows each process of the emergency stop processing in the shared bus control system which concerns on 1st Embodiment. It is a flowchart which shows each process of the normal stop process in the shared bus control system which concerns on 1st Embodiment. It is a figure which shows an example of the hardware configuration of the server and the terminal which concerns on 1st Embodiment. It is a functional block diagram which shows the main part related to the vehicle stop control in the bus which concerns on 2nd Embodiment. It is a functional block diagram which shows the control terminal which concerns on 2nd Embodiment. It is a sequence diagram which shows the exchange of data in the shared bus control system which concerns on 2nd Embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following, an example in which the vehicle stop control device and the method thereof according to the present invention are applied to an unmanned shared bus that operates on time will be described, but the application target is not limited to this and can be changed. .. For example, the present invention may be applied to an unmanned driving vehicle such as a taxi, which is dispatched at the request of the user and is premised on boarding only the user and his / her companion. The type of vehicle is not particularly limited, and any type of vehicle may be a saddle-type vehicle such as a four-wheeled vehicle, a two-wheeled vehicle, or a three-wheeled vehicle. Further, the unmanned driving vehicle may have an occupant on board.

(Outline of the present invention)
As a result of diligent studies to solve the above problems, the present inventors have detected an abnormal stop, and depending on what was the cause of the abnormality, the vehicle and the control terminal used by the control person in charge We found that making communication connections at the right time, and making the content and timing of notifications to passengers at the right time contributes to both relieving passengers' anxiety and improving the efficiency of monitoring operations by ATC personnel. The present invention has been completed.

That is, the vehicle stop control device according to the present embodiment controls the automatic driving control unit and the communication unit that stop the vehicle when an obstacle existing in the vicinity of the vehicle is detected, and is used by the control person. A communication control unit for communicating with the control terminal is provided, and the communication control unit causes the communication unit to communicate with the control terminal after the automatic driving control unit stops the vehicle. It is characterized in that a communication connection between the two is made.
Further, the vehicle stop control device according to the present embodiment includes an abnormality diagnosis unit that diagnoses an abnormality in the vehicle, and an automatic driving control unit that stops the vehicle when the vehicle is diagnosed as abnormal by the abnormality diagnosis unit. , A communication control unit that controls a communication unit and causes communication with a control terminal used by a control person, and the communication control unit is such that the automatic driving control unit stops the vehicle. After that, the communication unit is made to make a communication connection with the control terminal.

Further, the vehicle stop control device according to the present embodiment controls an automatic driving control unit for stopping the vehicle and a communication unit when an obstacle existing in the vicinity of the vehicle is detected, and is used by a control person. The information providing unit includes a communication control unit for communicating with the control terminal and an information providing unit for causing the communication unit to transmit information about the vehicle to the control terminal. Before the vehicle starts braking, the automatic driving control unit transmits a first report including stop reason information notifying the reason for stopping the vehicle, and during braking of the vehicle, obstacle information regarding the obstacle. The second report including the above is transmitted, and after the vehicle is stopped, the third report including the vehicle behavior information regarding the behavior of the vehicle when the vehicle is stopped is transmitted.

Further, the vehicle stop control method for stopping the vehicle by automatic driving according to the present embodiment includes a step of stopping the vehicle when an obstacle existing in the vicinity of the vehicle is detected and a step of stopping the vehicle. Later, it is characterized by comprising a step of controlling a communication unit and making a communication connection with a control terminal used by a control person.

Further, the vehicle stop control method for stopping the vehicle by automatic driving according to the present embodiment includes a step of stopping the vehicle when the vehicle is diagnosed as abnormal by the abnormality diagnosis unit for diagnosing the abnormality of the vehicle. The vehicle is characterized by comprising a step of controlling a communication unit and making a communication connection with a control terminal used by a control person after the vehicle is stopped.

Further, a vehicle stop control method for stopping a vehicle by automatic driving according to the present embodiment, wherein the vehicle is stopped when an obstacle existing in the vicinity of the vehicle is detected, and the vehicle A step of transmitting a first report including stop reason information notifying the reason for stopping the vehicle before starting braking, and a second report including obstacle information related to the obstacle during braking of the vehicle. The process is characterized by including a step of transmitting a third report including vehicle behavior information regarding the behavior of the vehicle when the vehicle is stopped after the vehicle is stopped.

<First Embodiment>
Hereinafter, a shared bus operation system to which the vehicle stop control device according to the first embodiment of the present invention is applied will be described in detail with reference to FIGS. 1 to 7.

(Whole system)
FIG. 1 is a schematic view showing the entire shared bus control system to which the vehicle stop control device according to the first embodiment is applied. The shared bus control system 1 shown in FIG. 1 includes a vehicle control server 3 arranged in the cloud 2. A bus 5 is communicably connected to the vehicle control server 3 via a mobile communication network 4, which is an example of a network. Further, a control terminal 6 is connected to the vehicle control server 3 via the Internet (not shown). The control terminal 6 is installed in the vehicle control center and is communicably connected to the bus 5 via the mobile communication network 4. The bus 5 is configured to be able to receive GNSS signals from the GNSS satellite 7. Further, the bus 5 is configured to be able to receive a VICS signal from a VICS transmitter (for example, a VICS (registered trademark) beacon) 8. In FIG. 1, the bus 5 and the control terminal 6 are shown one by one for convenience, but a plurality of buses 5 and the control terminal 6 may exist.

(Vehicle control server)
The vehicle control server 3 includes a communication unit, and is configured to control a communication connection between the bus 5 and the control terminal 6. Further, the vehicle control server 3 is configured to receive various information transmitted from the bus 5 and store it in the storage unit. As will be described later, each function of the vehicle control server 3 is signaled by the processor 1001 of the computer device 1000 (see FIG. 9) for realizing the vehicle control server 3 executing a program and controlling the communication unit. Etc. can be transmitted and received, or data and the like can be written and read to the storage unit.

(bus)
FIG. 2 is a functional block diagram showing the bus 5 according to the first embodiment. As for the configuration (for example, wheels, seats, headlights) that the bus 5 naturally has and the configuration (air conditioner, etc.) that the bus 5 has arbitrarily provided, only those necessary for the explanation of the present embodiment are shown. It is omitted.

As shown in FIG. 2, the bus 5 has automatic operation control unit 501, abnormality diagnosis unit 502, current position acquisition unit 503, drive control unit 504, braking control unit 505, and steering control unit as functions realized by the calculation unit 51. It includes a communication control unit 507, a traffic information acquisition unit 508, and an operation reception unit 509.

The automatic driving control unit 501 automatically travels the operation route according to the operation plan included in the information about the operation plan stored in the storage unit 53 unmanned, stops at the bus stop where the boarding reservation is made, and performs a pick-up operation for passengers. It is configured to run.

First, the automatic operation control unit 501 refers to the map data stored in the storage unit 53, and travels on the operation route specified in the operation plan.

The automatic operation control unit 501 causes the drive control unit 504 to control a drive unit 54 such as an electric motor to accelerate or decelerate the bus 5 during unmanned automatic driving. Further, the automatic operation control unit 501 causes the braking control unit 505 to control the braking unit 55 such as a brake to brake and stop the bus 5. Further, the automatic driving control unit 501 causes the steering control unit 506 to control the steering unit 56 such as the steering motor, and makes the bus 5 turn left or right.

More specifically, the automatic driving control unit 501 grasps the distance to the vehicle in front according to the detection signal from the front sensor, which is one of the sensors 57, and maintains the distance between the driving unit 54 and the braking unit. The control of 55 (constant speed running / inter-vehicle distance control) is executed. Here, as the front sensor, for example, a front camera, a millimeter wave radar, or LIDAR can be used alone or in combination.

Further, the automatic driving control unit 501 controls the braking unit 55 and executes control to stop the bus 5 when it detects an obstacle existing around the bus 5 based on the detection signal from the front sensor. Alternatively, the steering unit 56 is controlled to change the direction of the bus 5 and perform control to avoid obstacles.

As described above, the automatic operation control unit 501 is configured to be capable of performing automatic operation corresponding to the automatic operation level 4 or 5 defined by SAE International, for example, but is not particularly limited.

The abnormality diagnosis unit 502 includes a drive control unit 504 and a drive unit 54 (hereinafter referred to as "drive system"), a braking control unit 505 and a braking unit 55 (hereinafter referred to as "control system"), and the arrangement. It is configured to diagnose an abnormality (hereinafter referred to as "vehicle system error") in the steering control unit 506 and the steering unit 56 (hereinafter referred to as "steering system"). In a general vehicle, an ECU (described later) is provided with an abnormality diagnosis function, and is configured to detect a vehicle system error and turn on a warning light such as a MIL (Malfunction Indication Lamp), for example. In the following description, the drive system, control system, and steering system are collectively referred to as "vehicle system".

Further, the abnormality diagnosis unit 502 is configured to diagnose an abnormality (hereinafter, referred to as “communication system error”) caused by communication by the communication unit 52 based on a signal from the communication control unit 507. The communication system error includes an abnormality in which communication between the bus 5 and the control terminal 6 is not possible due to a trouble in any of the communication unit 52, the mobile communication network 4, or the Internet. Not limited.

The current position acquisition unit 503 is configured to receive the GNSS signal from the GNSS satellite 7 (see FIG. 1) by the GNSS receiving unit 58 to acquire the current position information.

The drive control unit 504 is configured to control the drive unit 54. For example, the speed of the bus 5 can be controlled by changing the output of the electric motor, the accelerator opening degree of the gasoline engine, the torque in the transmission, and the like.

The braking control unit 505 is configured to control the braking unit 55. For example, the operation of the brake can be started and stopped, the braking force can be adjusted, the engine brake can be started, stopped and adjusted, and the speed of the bus 5 can be controlled and stopped.

The braking unit 55 may include a device for stabilizing the running of the bus 5, for example, ABS (Antilock Brake System) and ESP (Electronic Stability Program) (registered trademark).

The steering control unit 506 is configured to control the steering unit 56. For example, the steering motor can be controlled, the steering angle can be changed, and the bus 5 can be turned.

The communication control unit 507 controls the communication unit 52, communicates with the control terminal 6 via the mobile communication network 4 (FIG. 1) and the vehicle control server 3, and makes a call with the user by the control person. It is configured to be realized. For example, in the bus 5, the voice of the user is received by the microphone which is one of the input units 59, and the voice of the person in charge of control is output from the speaker which is one of the output units 61. Text may be displayed on the display in place of or in addition to the voice.

The traffic information acquisition unit 508 is configured to receive, for example, a VICS signal from the VICS transmitter 8 (see FIG. 1) by the VICS receiving unit 62 to acquire traffic information including signal information and congestion information of the operation route. There is.

The operation reception unit 509 is configured to receive operations by passengers by, for example, a touch panel of a touch panel display which is an example of an input unit 59.

(Vehicle stop control)
FIG. 3 is a functional block diagram showing a main part related to vehicle stop control in the bus 5 according to the first embodiment. As shown in FIG. 3, a stop condition determination unit 101 is provided, which monitors the stop control of the bus 5 by the automatic operation control unit 501 and determines whether or not the temporary stop of the bus 5 satisfies the vehicle stop condition. There is.

The following cases can be mentioned as the temporary stop of the bus 5 by the automatic operation control unit 501.
(A) When an obstacle is detected in front of the bus 5 by the front sensor 102, which is an example of the vehicle stop sensor 57 (see FIG. 2) for avoiding a collision with an obstacle, the automatic driving control unit 501 brakes. This includes the case where the control unit 505 is made to perform emergency braking and the bus is stopped.

(B) Vehicle stop based on traffic information The operation management unit 103, which manages the operation of the bus 5, sends the bus to the automatic operation control unit 501 based on the traffic information including the signal information and the traffic jam information acquired by the traffic information acquisition unit 508. The case of stopping 5 is included. For example, the operation management unit 103 recognizes from the traffic information that a traffic accident has occurred in front of the bus 5 on the operation route, and the automatic operation control unit 501 stops the bus 5 at a safe place.

(C) Vehicle stop based on a system error An abnormality diagnosis unit 502 diagnoses that there is a vehicle system error or a communication system error, and the automatic operation control unit 501 stops the bus 5. Vehicle system errors include braking system errors such as brake malfunction due to brake oil leakage, or steering system errors such as steering sticking due to tire punctures or bursts, making steering impossible. Is included.

(D) Vehicle stop for adjusting the operation time When the operation management unit 103 determines that the bus 5 is operating earlier than the operation plan based on the operation plan and the current position information, the automatic operation control unit 501 is notified. The case where the bus 5 is suspended is included. When a regular bus is operating earlier than the operation plan, it is necessary to temporarily stop at a bus stop or the like and adjust the time.

(E) Vehicle stop due to passenger behavior The passenger monitoring unit 104 detects that an abnormality has occurred due to passenger behavior, and suspends the bus 5 at the automatic operation control unit 501 in order to ensure the safety of the passengers. Including the case of letting. For example, the passenger monitoring unit 104 detects that the seatbelt has been removed by the seatbelt wearing sensor 105, which is an example of the sensor 57, or the operation reception unit 609 has a stop request button, which is an example of the input unit 59. Can be detected by the passenger being pushed down, and the occurrence of an abnormality caused by the behavior of the passenger can be detected. The stop request button may be a mechanical push button switch or a software-like button displayed on the touch panel display.

(F) The front vehicle traveling in front of the bus 5 is stopped by the front sensor 102, which is an example of the pause sensor 57 (see FIG. 2) that follows the stop of the vehicle in front due to the stop position or the traffic signal. Based on this, the automatic driving control unit 501 instructs the braking control unit 505 to stop following the vehicle in front. The bus 5 is stopped by the braking of the braking control unit 505.

The stop condition determination unit 101 determines that the above-mentioned abnormal stop has occurred, that is, any one of the abnormal stop conditions A to F is satisfied, and the notification control unit 106 is an example of the notification unit of the present invention. Is configured to provide information (notification) to passengers via the output unit 61. In the present embodiment, voice notification is taken as an example of the notification means used by the notification unit, but the notification is not particularly limited.

Further, when the stop condition determination unit 101 determines that any one of the abnormal stop conditions A to F is satisfied, the communication control unit 507 causes the communication control unit 507 to control the communication unit 52 and makes a communication connection with the control terminal 6. In addition, the call control unit 107, which is an example of the voice call control unit, is configured to make a voice call with the person in charge of control by using the communication with the control terminal 6.

Each function of the bus 5 as described above can be realized by an ECU (Electronic Control Unit) and / or an in-vehicle computer. For example, the configuration of the in-vehicle computer is basically the same as that of the computer device 1000 (see FIG. 8) for realizing the control terminal 6 as described later. Therefore, each function of the bus 5 can be realized by the processor 1001 executing the program, controlling the communication unit 52 to send and receive signals and the like, or writing and reading data and the like to the storage unit 53. it can. Further, each function of the bus 5 may be realized by a microcontroller (microcomputer) like the ECU.

(Control terminal)
FIG. 4 is a functional block diagram showing a control terminal 6 according to the first embodiment. As shown in FIG. 4, the control terminal 6 includes a display control unit 201, a communication control unit 203, a call control unit 204, and an operation reception unit 202 as functions realized by the calculation unit 21.

The display control unit 201 is configured to display various types of information on a display unit which is an example of the output unit 23.

The communication control unit 203 is configured to control the communication unit 22 and communicate with the bus 5 via the mobile communication network 4 (FIG. 1) and the vehicle control server 3.

The call control unit 204, which is an example of the voice call control unit, uses communication with the bus 5, and the bus of the person in charge of control via the microphone, which is an example of the input unit 24, and the earphone, which is an example of the output unit 23. It is configured to make a voice call with the passengers of 5.

The operation reception unit 202 is configured to receive operations by the control person via the touch panel of the touch panel display, which is an example of the input unit 24.

As described later, the processor 1001 of the computer device 1000 (see FIG. 8) for realizing the control terminal 6 executes a program and controls the communication unit 22 for each function of the control terminal 6 as described above. This can be achieved by transmitting and receiving signals and the like, or by writing and reading data and the like to a storage unit (not shown).

In particular, when the control terminal 6 can realize various functions by an application program executed on an operation system (OS) as represented by a personal computer, a smartphone or a tablet, it will be described with reference to FIG. A part or all of each function may be realized by an application program. Further, all or a part of each function of the control terminal 6 may be realized by an application program executed on another server.

(Vehicle stop processing)
The stop condition determination unit 101 (see FIG. 3) determines whether or not any one of the above-mentioned abnormal stop conditions A to F is satisfied.

The notification control unit 106 executes automatic notification 0 (zero). The automatic notification 0 is a content that notifies passengers that the bus 5 will pause. For example, it is performed by outputting an alarm sound from a speaker which is an example of the output unit 61. The notification means is not particularly limited. For example, instead of the alarm sound, a voice message may be output, or text may be displayed on a display installed in the bus 5. Unless otherwise specified, any notification means may be used for the notifications given in the following description.

(Abnormal stop condition A)
Next, the stop condition determination unit 101 will explain the case where the stop of the bus 5 is stopped by an obstacle (abnormal stop condition A).
The automatic operation control unit 501 (see FIG. 2) makes an emergency stop of the bus 5 in order to avoid a collision with an obstacle. Details of such an emergency stop process will be described later.

Since the bus 5 makes an emergency stop, a large deceleration acceleration (deceleration G) is required for the bus 5, which may give an impact to passengers. Therefore, it is desirable to inform the passengers that braking is about to be performed and that braking is being performed so that the passengers can take a safe posture.

In the present embodiment, when the abnormal stop condition A is satisfied, the notification is performed before the start of braking and during braking. For example, the notification control unit 106 is made to perform the automatic notification 1. The automatic notification 1 can be performed by outputting a warning sound (for example, an intermittent sound such as "pi, pi, pi, pi") from the speaker.

Next, the stop condition determination unit 101 determines whether or not braking has been started. This determination can be made based on, for example, whether or not the automatic operation control unit 501 has instructed the braking control unit 505 to perform braking.

When braking is started, the stop condition determination unit 101 causes the notification control unit 106 to perform the automatic notification 2. The automatic notification 2 can be performed, for example, by outputting a warning sound (for example, a continuous sound such as "pee") from the speaker.

After that, the stop condition determination unit 101 determines whether or not the bus 5 has stopped. This determination is continued until the bus 5 stops, for example, based on whether or not the acceleration becomes 0 by the acceleration sensor 606, which is an example of the sensor 57.

When the stop of the bus 5 is confirmed, the stop condition determination unit 101 causes the communication control unit 507 to control the communication unit 52, and instructs the communication control unit 507 to start the communication connection for the voice call with the control terminal 6. When the communication connection for the voice call with the control terminal 6 is not started, the stop condition determination unit 101 repeatedly continues the processing of the communication connection until the predetermined time T elapses.

As described above, when the bus 5 is stopped to avoid a collision with an obstacle (when the abnormal stop condition A is satisfied), the passengers are safe before and during the braking of the bus 5. You should take a stance, ensure your own safety, and make voice calls with the control personnel after the bus has stopped.

(Abnormal stop condition C)
Next, a case where the bus 5 is stopped due to a system error (abnormal stop condition C) will be described.

A system error is a state in which the safe operation of the bus 5 cannot be continued. However, the urgency such as a collision with an obstacle is low. Therefore, it is preferable to give priority to the safety of passengers and to stop the bus 5 slowly. Therefore, the automatic operation control unit 501 safely stops the bus 5 while confirming that there are no obstacles around the bus 5. Details of such a normal stop process will be described later.

When a system error (abnormal stop condition C) of the bus 5 is detected, it is determined whether it is a vehicle system error or a communication system error, and processing is performed according to the cause of the error.

In the case of a vehicle system error, the stop condition determination unit 101 instructs the communication control unit 507 to control the communication unit 52 and start a communication connection for a voice call with the control terminal 6. Next, the stop condition determination unit 101 determines whether or not the communication connection is completed. When the voice call connection with the control terminal 6 is not completed, the stop condition determination unit 101 continues the process associated with the voice call connection with the control terminal 6 for a predetermined time T.

The stop condition determination unit 101 causes the notification control unit 106 to perform the automatic notification 1. After notifying the passengers that braking will be started by the automatic notification 1, the stop condition determination unit 101 requests the automatic operation control unit 501 to start braking.

As described above, when the bus 5 stops due to a system error (when the abnormal stop condition C is satisfied), the bus 5 stops slowly. Therefore, the passengers are relatively safe before and during braking of the bus 5, and if there is no communication system error, the passengers make a voice call with the control staff and the control staff directly responds to the passengers. However, it is preferable to be able to explain the circumstances. As a result, the bus 5 cannot be operated due to a vehicle system error, and it is possible to prompt the transfer of the bus 5.

Further, even when the bus 5 stops slowly, an impact may be generated at the start of braking, so it is preferable to perform automatic notification 1 to notify the passengers of the start of braking. If there is a communication system error, or if the communication connection is not completed within the time T, the automatic notification 1 is executed, so that the passenger can prepare for the deceleration acceleration (deceleration G) due to braking.

(Abnormal stop condition E)
Next, a case where a stop caused by the behavior of a passenger (abnormal stop condition E) is satisfied will be described.

For example, if a passenger removes the seat belt and continues to operate, there is a concern that the safety of the passenger cannot be ensured. Therefore, the passenger monitoring unit 104 recognizes that the seatbelt has come off in response to the detection signal from the seatbelt wearing sensor 105. When it is recognized that the seatbelt has been removed, the automatic operation control unit 501 temporarily stops the bus 5 by the normal stop process, and the notification control unit 106 causes the stop such that the seatbelt has been removed. It suffices to notify the passengers and have the passengers fasten their seat belts.

Therefore, the stop condition determination unit 101 causes the notification control unit 106 to perform voice notification 1 such as "The seat belt has come off. The bus will be temporarily stopped." After that, the stop condition determination unit 101 causes the notification control unit 106 to execute the automatic notification 1, and requests the automatic operation control unit 501 to start braking.

As described above, when the bus 5 is stopped by the passenger's behavior (when the abnormal stop condition E is satisfied), it is caused by the passenger's behavior, so that the passenger can feel secure with a relatively simple response. Therefore, the communication connection with the control terminal 6 is not performed, and the voice notification 1 by the notification control unit 106 is sufficient. Further, if the passenger's seat belt is continuously removed for a predetermined time or longer, it may be determined that the voice notification is insufficient and a voice call connection with the control terminal 6 may be made.

Further, since the bus 5 stops slowly, there is no possibility that a large deceleration acceleration is applied to the passengers while braking the bus 5. Therefore, the automatic notification 1 notifies the passengers of the start of braking, and the deceleration acceleration during braking (deceleration G). ) Is enough.

(Abnormal stop condition D)
Next, a case where the stop condition due to the time adjustment (abnormal stop condition D) based on the operation management of the bus 5 is satisfied will be described.

When the bus 5 is temporarily stopped for time adjustment, there is no problem in the operation of the bus 5, and the safety of passengers is ensured. Therefore, it suffices if the bus 5 can be temporarily stopped by the normal stop process and notified that the bus 5 is stopped for time adjustment.

Therefore, the stop condition determination unit 101 causes the notification control unit 106 to perform voice notification 2 such as "the bus is temporarily stopped for time adjustment". After that, the stop condition determination unit 101 causes the notification control unit 106 to execute the automatic notification 1, and requests the automatic operation control unit 501 to start braking.

As described above, when the bus 5 is stopped due to the time adjustment (when the abnormal stop condition D is satisfied), the communication connection with the control terminal 6 is not performed, and the voice notification 2 by the notification control unit 106 is sufficient.

Further, since the bus 5 stops slowly, there is no possibility that a large deceleration acceleration is applied to the passengers while braking the bus 5. Therefore, the automatic notification 1 notifies the passengers of the start of braking, and the deceleration acceleration during braking (deceleration G). ) Is enough.

(Abnormal stop condition B)
Next, a case where the stop condition due to the stop based on the traffic information (abnormal stop condition B) is satisfied will be described.

When the bus 5 temporarily stops based on traffic information including signal information and traffic jam information, the safety of passengers is ensured. Therefore, it suffices if the traffic information can be notified while the bus 5 is temporarily stopped by the normal stop process.

Therefore, the stop condition determination unit 101 causes the notification control unit 106 to perform a voice notification 3 such as "a vehicle accident has occurred in the traveling direction of the bus. The bus will be temporarily stopped." After that, the stop condition determination unit 101 causes the notification control unit 106 to execute the automatic notification 1, and requests the automatic operation control unit 501 to start braking.

As described above, when the bus 5 stops based on the traffic information (when the abnormal stop condition B is satisfied), the communication connection with the control terminal 6 is not performed, and the voice notification 3 by the notification control unit 106 is sufficient. is there.

Further, since the bus 5 stops slowly, there is no possibility that a large deceleration acceleration is applied to the passengers while braking the bus 5. Therefore, the automatic notification 1 notifies the passengers of the start of braking, and the deceleration acceleration during braking (deceleration G). ) Is enough.

(Abnormal stop condition F)
Next, a case where the stop condition caused by the stop (abnormal stop condition F) based on the stop operation of the vehicle in front traveling in front of the bus 5 is satisfied will be described.

When a vehicle in front of the bus 5 stops due to a stop at a temporary stop location or a traffic signal, it suffices if the reason for the stop can be notified together with the suspension of the bus 5 by the normal stop process.

Therefore, the automatic driving control unit 501 (see FIG. 2) stops the bus 5 so as to follow the vehicle in front. Details of such a normal stop process will be described later.

Table 1 below shows the relationship between the abnormal stop conditions A to F in the first embodiment, the type and execution timing of the notification, and the execution timing of the communication connection for the voice call.

A determination table equivalent to that shown in Table 1 is prepared and stored in the storage unit 53 of the bus 5, and the stop condition determination unit 101 refers to the determination table, and the type and execution timing of the notification, and the voice call. It is also possible to determine the execution timing of the communication connection for the purpose.

For example, the stop condition determination unit 101 determines whether or not the abnormal stop conditions A to F are satisfied in S1 shown in FIG. 5, and then refers to the determination table shown in Table 1 using the satisfied abnormal stop conditions as a key. The corresponding notification type (upper row in the notification column of Table 1) and execution timing (lower row in the notification column of Table 1) are determined. Then, the stop condition determination unit 101 causes the notification control unit 106 to notify the determined type of notification according to the determined execution timing, and causes the communication control unit 507 to notify the bus 5 for voice communication. Communication connection with the control terminal 6 can be made at a determined execution timing.

(Emergency stop processing)
FIG. 5 is a flowchart showing each process of the emergency stop process in the shared bus control system 1 according to the first embodiment. As shown in FIG. 5, first, the automatic operation control unit 501 determines the upper limit deceleration (S101).

Next, the automatic operation control unit 501 determines the TTC (Time to Collision) (S102). TTC is a value obtained by dividing the distance between the bus 5 and the obstacle at a certain point in time by the relative speed.

The upper limit deceleration and the TTC may be determined in the reverse order or at the same time.

Next, the automatic operation control unit 501 causes the braking control unit 505 to control the braking unit 55 according to the upper limit deceleration and the TTC, and performs the braking control process (S103). After that, the automatic operation control unit 501 determines whether or not the bus 5 has stopped (S104). If the determination in S104 is No, the process returns to S104 and the same process is repeated. If the determination in S104 is Yes, the process ends.

(Normal stop processing)
FIG. 6 is a flowchart showing each process of the normal stop process in the shared bus control system 1 according to the first embodiment. As shown in FIG. 6, the automatic operation control unit 501 determines whether or not there is a braking start request from the stop condition determination unit 101 (S200). If the determination in S200 is No, the process returns to S200 and the same process is repeated.

If the determination in S200 is Yes, it is determined whether or not there is an obstacle based on the detection result by the front sensor 102 in order to confirm that there is no obstacle within the detectable distance by the front sensor 102 of the bus 5. Determine (S201).

If the determination in S201 is Yes and there is an obstacle, the automatic operation control unit 501 sets the deceleration α (S202). When the determination in S201 is No and there is no obstacle, the automatic operation control unit 501 sets the deceleration β (S203). Here, the relationship between deceleration α and β is α> β, and when there are no obstacles, the bus 5 can be stopped relatively slowly, the safety of passengers can be ensured, and the sense of security can be enhanced. ..

Next, the automatic operation control unit 501 causes the braking control unit 505 to control the braking unit 55 according to the set deceleration α or β, and performs the braking control process (S204). After that, the automatic operation control unit 501 determines whether or not the bus 5 has stopped (S205). If the determination in S205 is No, the process returns to S205 and the same process is repeated. If the determination in S205 is Yes, the process ends.

(Specific example of emergency stop due to road obstacle)
In the first embodiment as described above, when an obstacle (falling object, moving object, vehicle, etc.) exists on the road in front of the bus 5, the automatic driving control unit 501 executes the emergency stop process. Specifically, first, when an obstacle is detected within the detectable distance of the front sensor 102 of the bus 5, the automatic operation control unit 501 decides to carry out the emergency stop process. Next, based on the determination, the stop condition determination unit 101 determines that the abnormal stop condition A is satisfied. Next, the notification control unit 106 executes automatic notification 0. This alerts the passengers.

Next, the automatic operation control unit 501 starts the braking control process (S103 in FIG. 5) when the TTC reaches a predetermined time. On the other hand, the notification control unit 106 executes the automatic notification 1 before the start of braking when it determines that the abnormal stop condition A is satisfied. As a result, braking is started after the passenger is notified, so that it is possible to prevent the passenger from being surprised and anxious due to the sudden start of braking.

After that, the automatic operation control unit 501 executes braking control of the bus 5 so as not to exceed the upper limit deceleration. At this time, the notification control unit 106 continuously executes the automatic notification 2. As a result, when a large deceleration acceleration occurs during braking, passengers are provided with respect to the deceleration acceleration (deceleration G).

(Specific example of normal stop due to system error)
Further, in the first embodiment as described above, when a vehicle system error occurs on the bus 5, the automatic driving control unit 501 normally performs a stop process. Specifically, when the abnormality diagnosis unit 502 (see FIG. 3) diagnoses the occurrence of a vehicle system error (for example, the steering is locked), the automatic driving control unit 501 decides to perform the normal stop tightening process. Next, based on the determination, the stop condition determination unit 101 determines that the abnormal stop condition C is satisfied. Next, the notification control unit 106 executes automatic notification 0. This alerts the passengers.

Next, the stop condition determination unit 101 determines that the vehicle is stopped due to a vehicle system error other than the communication system error, and makes a communication connection. After that, the notification control unit 106 executes the automatic notification 1. After that, the stop condition determination unit 101 makes a braking start request to the automatic operation control unit 501. The automatic operation control unit 501 starts braking in response to a braking start request. As a result, braking is started after the passenger is notified, so that it is possible to prevent the passenger from becoming anxious due to the start of braking.

In addition, the communication connection is started before the braking is started, the voice call with the control person is possible during braking or before the bus 5 is stopped, and the response to the passengers can be started as soon as possible.

(Brake control based on attribute information)
In the first embodiment, it is preferable to further adjust the braking conditions according to the passenger's attributes in order to suppress the passenger's anxiety.

Here, the attribute information of the passenger includes, for example, age, presence / absence of pregnancy, presence / absence of certification of a physically handicapped person, presence / absence of use of a wheelchair, presence / absence of use of a stroller, but is not particularly limited. Passenger attribute information can be obtained from, for example, a passenger database stored in a storage unit of a boarding reservation management server (not shown) installed in the cloud 2, but is not particularly limited.

First, in the emergency stop process (see FIG. 5), it is desirable that the automatic driving control unit 501 determines the upper limit deceleration based on the attribute information of the passengers. For example, when a passenger using a wheelchair or a passenger using a stroller is on board, the upper limit deceleration can be set low and the maximum deceleration related to the passenger can be reduced.

Further, in the normal stop processing (see FIG. 6), it is desirable that the automatic operation control unit 501 adjusts the timing at which braking is started based on the attribute information of the passengers. For example, when an elderly person is on board, it is expected that it will take some time to recognize that the notification has been made by the automatic notification 1, so it is preferable to delay the start of braking.

Further, in the normal stop processing (see FIG. 6), it is desirable that the automatic operation control unit 501 corrects the deceleration β based on the attribute information of the passenger. For example, when an elderly person is on board, the deceleration β can be corrected so as to be small, and the deceleration acceleration (deceleration G) due to braking can be suppressed more preferably.

However, the adjustment of the timing for starting braking and the correction of the deceleration β are conditional on the fact that no obstacle is detected in front of the bus 5.

As described above, in the first embodiment, since the emergency stop process is performed in order to avoid the collision of the bus 5 with the obstacle, a large deceleration (deceleration G) may be required for the bus 5. There is sex. In such a situation, there is concern that passengers will not be able to talk to the controller. However, according to the first embodiment, since the communication connection is performed after the bus 5 is stopped, the control person can appropriately respond to the passengers.

Further, when the bus 5 is temporarily stopped to avoid a collision with an obstacle, the automatic notification 1 notifies the passenger that braking is performed before the start of braking, so that the passenger has a deceleration acceleration at the start of braking ( It is possible to prepare for deceleration G).

Further, when the bus 5 is temporarily stopped due to a vehicle system error, it is unlikely that a large deceleration is required for the bus 5 because the normal stop processing is performed, but the vehicle behavior of the bus 5 becomes unstable due to braking. Is a concern. However, according to the first embodiment, the communication connection is made before the bus 5 is stopped, and the control person can respond to the passengers at an early stage, so that the passengers can feel more secure. Further, if there is a vehicle system error, it is predicted that the notification control unit 106 will not be able to notify the passengers. Therefore, it is preferable that the person in charge of control can respond to the passengers by voice call during braking.

Further, according to the first embodiment, when there is a communication system error, the communication connection is not performed, but the passenger is prepared for the impact due to the start of braking by notifying the passenger of the start of braking by the automatic notification 1. You can increase the sense of security.

Further, when the bus 5 is temporarily stopped due to the behavior of passengers, there is no vehicle system error, so that the notification control unit 106 can perform notification. In the first embodiment, in such a case, the voice notification 1 is performed, the reason for the suspension is notified to the passengers, and the communication connection is not performed. As a result, it is possible to avoid unnecessary communication connections and improve the efficiency of the monitoring work of the ATC personnel. Further, when the bus 5 has a stop request button, when the stop request button is pressed, the person in charge of control may take action, so that a voice call connection with the control terminal 6 may be made.

(Hardware configuration)
The functional block diagram used in the description of the above embodiment shows a block for each functional unit. These functional blocks (components) are realized by any combination of hardware and / or software. Further, the means for realizing each functional block is not particularly limited. That is, each functional block may be realized by one physically connected device, or may be realized by connecting two or more physically separated devices by wire or wirelessly and these plurality of devices. Good.

FIG. 7 is a diagram showing an example of the hardware configuration of the server and the terminal according to the first embodiment. The computer device 1000 that constitutes the vehicle control server 3, the in-vehicle computer of the bus 5 (hereinafter, simply referred to as “bus 5”), the control terminal 6, and the like is physically a processor 1001, a memory 1002, a storage 1003, and the like. It may be configured as a computer device 1000 including a communication device 1004, an input device 1005, an output device 1006, a sensor 1007, an internal bus 1008, and the like.

In the following description, the word "device" can be read as a circuit, device, unit, or the like. The hardware configuration may be configured to include one or more of the devices shown in the figure, or may be configured not to include some of the devices.

For example, although only one processor 1001 is shown, there may be multiple processors. Further, the processing may be executed by one processor, or the processing may be executed simultaneously, sequentially, or by other methods on one or more processors.

For each function in the vehicle control server 3, the bus 5, the control terminal 6, and the like, the processor 1001 performs calculations by loading predetermined software (programs) on the hardware such as the processor 1001 and the memory 1002, and the communication device. It is realized by controlling communication by 1004 and reading and / or writing of data in the memory 1002 and the storage 1003.

Processor 1001 operates, for example, an operating system to control the entire computer. The processor 1001 may be composed of a central processing unit (CPU) including an interface with a peripheral device, a control device, an arithmetic unit, a register, and the like. Processor 1001 may be mounted on one or more chips.

Further, the processor 1001 reads a program (program code), a software module, and data from the storage 1003 and / or the communication device 1004 into the memory 1002, and executes various processes according to these. As the program, a program that causes a computer to execute at least a part of the operations described in the above-described embodiment is used.

The memory 1002 is an example of a storage unit 53 (see FIG. 2) and is a computer-readable recording medium, for example, a ROM (Read Only Memory), an EPROM (Erasable Programmable ROM), an EEPROM (Electrically EPROM), a RAM ( It may consist of at least one of Random Access Memory) and other suitable storage media. The memory 1002 may be referred to as a register, a cache, a main memory (main storage device), or the like. The memory 1002 can store a program (program code), a software module, and the like that can be executed to realize the boarding reservation user support device according to the present invention.

The storage 1003 is an example of a storage unit 53 (see FIG. 2) and is a computer-readable recording medium, for example, a flexible disk, a floppy disk (registered trademark) disk, a magneto-optical disk (for example, a compact disk (CD-ROM)). (Compact Disc ROM), etc.), Digital versatile disks, Blu-ray (registered trademark) disks), removable disks, hard disk drives, smart cards, flash memory devices (eg, cards, sticks, key drives), magnetic stripes, databases , A server, or any other suitable storage medium. The storage 1003 may be referred to as an auxiliary storage device.

The communication device 1004 is an example of communication units 22 and 52 (see FIGS. 2 and 4), and is hardware (transmission / reception device) for communicating between computers via a wired and / or wireless network, for example, a network. Also called a device, network controller, network card, communication module, etc.

The input device 1005 is an example of the input units 24 and 59 (see FIGS. 2 and 4), and is an input device (for example, a keyboard, a mouse, etc.) that receives an input from the outside. The output device 1006 is an example of the output units 23 and 61 (see FIGS. 2 and 4), and is an output device (for example, a display, a speaker, etc.) that outputs to the outside. The input device 1005 and the output device 1006 may have an integrated configuration (for example, a touch panel).

Further, each device such as the processor 1001 and the memory 1002 is connected by an internal bus 1008 for communicating information.

Further, the vehicle control server 3, the bus 5, the control terminal 6, and the like are a microprocessor, a digital signal processor (DSP: Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), a PLD (Programmable Logic Device), and an FPGA (Field Programmable). It may be configured to include hardware such as Gate Array), and a part or all of each functional block may be realized by the hardware. For example, processor 1001 may be implemented on at least one of these hardware.

Further, in the first embodiment, the networks used for communication between the cloud 2 (see FIG. 1) and the control terminal 6 are the Internet, a mobile network, a LAN (Local Area Network), and a WAN (Wide Area Network). ) Includes various networks. The network may be composed of wireless, wired, or a combination thereof. For example, as the wireless communication method, Bluetooth (registered trademark), wireless LAN (for example, conforming to the IEEE802.11 standard), LTE (Long Term Evolution), or other wireless communication method can be used.

Further, the mobile communication network 4 (see FIG. 1) can use, for example, LTE or another wireless communication method.

<Second Embodiment>
Next, the second embodiment will be described with reference to FIGS. 8 to 10, focusing on the difference from the first embodiment. In the following description, the same reference numerals will be used for the same configurations as those in the first embodiment, and the description thereof will be omitted.

FIG. 8 is a functional block diagram showing a main part related to vehicle stop control in the bus 5 according to the second embodiment. The second embodiment is different from the first embodiment in that various information regarding the suspension of the bus 5 is collected and provided to the control terminal 6.

As shown in FIG. 8, an information providing unit 601 is provided so as to collect various information from the automatic operation control unit 501 and the stop condition determination unit 101 of the bus 5 (see FIG. 1). The information providing unit 601 is configured to cause the communication control unit 507 to control the communication unit 52 and transmit the collected various information to the vehicle control server 3 using the mobile communication network 4.

The information providing unit 601 is configured to collect any one of the established abnormal stop conditions A to F from the stop condition determination unit 101 as an example of the stop reason information of the present invention.

Further, the information providing unit 601 is configured to collect a front image of the bus 5 from the front camera 607 as an example of obstacle information. In addition to the front image taken by the front camera 607, an image around the bus 5 taken by another outside camera (not shown) may be collected.

Further, as an example of vehicle behavior information, the information providing unit 601 indicates whether or not the airbag 603 is deployed, whether or not the ABS 604 and ESP 605 of the braking unit 55 are activated, and the maximum deceleration (maximum G) detected by the acceleration sensor 606. Is configured to collect.

Further, the information providing unit 601 is configured to collect the in-vehicle image of the bus 5 from the in-vehicle camera 602.

Further, in the second embodiment, the call control unit 107 is configured to be able to make a video call using the in-vehicle camera 602 and the display unit with the control terminal 6.

Further, the bus 5 includes a remote control unit 608. The remote control unit 608 is configured to receive a remote control command from the control terminal 6 and cause the automatic operation control unit 501 to perform control in response to the remote control command.

FIG. 9 is a functional block diagram showing the control terminal 6 according to the second embodiment. The second embodiment is different from the first embodiment in that the control terminal 6 includes an information output control unit 611 and a remote command control unit 612.

The information output control unit 611 is configured to display various information transmitted from the information providing unit 601 of the bus 5 on, for example, a display unit.

Further, the remote command control unit 612 generates a remote control command according to the operation from the control person received by the operation reception unit 202, and uses the communication unit 22 to bus via the network and the mobile communication network 4. It is configured to transmit to 5.

Further, the call control unit 204 is configured so that a video call using the front camera and the display unit, which is an example of the input unit 24, can be performed with the bus 5.

In the shared bus control system 1 according to the second embodiment having the above configuration, the abnormal stop information is transmitted from the bus 5 to the control terminal 6 via the vehicle control server 3 at an appropriate timing. FIG. 12 is a sequence diagram showing data exchange in the shared bus control system 1 according to the second embodiment. As shown in FIG. 12, first, in the bus 5, the stop condition determination unit 101 determines whether or not any of the abnormal stop conditions A to F is satisfied (S501). In this example, it is assumed that the abnormal stop condition A is satisfied. If the abnormal stop condition A is satisfied, the notification control unit 106 executes automatic notification 0 (S502).

Next, the information providing unit 601 (see FIG. 1) transmits the abnormal stop information including the stop reason information (establishment of the abnormal stop condition A) to the vehicle control server 3 as the first report (breaking news) (S503). The first report may include information on the reason for suspension, for example, text information, which has the advantage of reducing the amount of data and preventing communication troubles.

The vehicle control server 3 records the first report in the storage unit (S504). After that, the vehicle control server 3 transmits the first report to the control terminal 6 (S505). In the control terminal 6, the information output control unit 611 causes the display unit to display the stop reason information included in the first report (S506).

After that, on the bus 5, the stop condition determination unit 101 determines whether or not the automatic operation control unit 501 has started braking (S507). This determination corresponds to S22 shown in FIG. When braking is started, the information providing unit 601 transmits the abnormal stop information including the front image and the vehicle interior image to the vehicle control server 3 as the second report (S508). The vehicle control server 3 records the second report in the storage unit (S509). After that, the vehicle control server 3 transmits the second report to the control terminal 6 (S510). In the control terminal 6, the information output control unit 611 displays the front image and the vehicle interior image included in the second report on the display unit (S511). At this time, the front image and the vehicle interior image are preferably still images from the viewpoint of transmitting data in a short time. If it is a still image, the front image and the vehicle interior image can be transmitted at the same time. Based on the displayed front image and the in-vehicle image, the ATC officer determines whether or not to instruct the communication connection for the call.

In the control terminal 6, the operation reception unit 202 (see FIG. 4) receives a connection request instruction (S512). Specifically, the operation reception unit 202 receives, for example, a touch operation by the control person for the communication connection button displayed on the touch panel display, which is an example of the display unit and the input unit 24. Next, the communication control unit 203 requests the vehicle control server 3 for a communication connection with the bus 5 (S513).

On the other hand, in the bus 5, the stop condition determination unit 101 (see FIG. 3) determines whether or not the bus 5 has stopped (S514). This determination corresponds to S24 shown in FIG. When the vehicle is stopped, the information providing unit 601 transmits the vehicle behavior information regarding the behavior of the bus 5 when the bus 5 is stopped to the vehicle control server 3 as the third report (S515). The vehicle behavior information includes, for example, the presence / absence of deployment of the airbag 603, the presence / absence of operation of the ABS 604 and ESP 605 of the braking unit 55, and the maximum deceleration detected by the acceleration sensor 606. The vehicle control server 3 records the third report in the storage unit (S516). After that, the vehicle control server 3 transmits the third report to the control terminal 6 (S517). In the control terminal 6, the information output control unit 611 causes the display unit to display the vehicle behavior information included in the third report (S518).

On the other hand, the vehicle control server 3 determines whether or not to make a communication connection between the bus 5 and the control terminal 6 based on the vehicle behavior information (S519). More specifically, when the maximum deceleration, which is one of the vehicle behavior information, exceeds the threshold value, it is determined that the communication connection is performed. Further, in addition to the vehicle behavior information, an image of the inside of the vehicle after the bus 5 is stopped is transmitted to the vehicle control server 3 by the information providing unit 601 and is transmitted by an image analysis processing unit (not shown) provided in the vehicle control server 3. It is also possible to check the passenger's condition from the image inside the vehicle and judge whether or not communication connection is possible. As a result of the determination here, when it is determined that the communication connection is not performed, the voice call and the video call described below are not performed.

When the vehicle control server 3 determines that the communication connection is to be made in S519, the communication between the bus 5 and the control terminal 6 is connected, and a voice call is made (S520). Next, the information providing unit 601 (see FIG. 9) transmits the in-vehicle motion image and the front image taken by the in-vehicle camera 602 to the vehicle control server 3 as the fourth report (S521). The vehicle control server 3 records the fourth report in the storage unit (S522). After that, the vehicle control server 3 transmits the fourth report to the control terminal 6 (S523). In the control terminal 6, the information output control unit 611 displays the vehicle interior motion image and the front image included in the fourth report on the display unit (S524). Here, since the in-vehicle moving image has a large amount of data, it is preferable that the moving image is transmitted with priority over the front image.

After that, a video call (S525) and a remote control (S526) are performed between the bus 5 and the control terminal 6.

As described above, according to the second embodiment, in addition to the same effect as that of the first embodiment, the following effects are obtained.

First, when the bus 5 performs an emergency stop process in order to avoid a collision with an obstacle, the bus 5 may be required to have a large deceleration (deceleration G), and a communication connection is made to the passengers. There is concern that we will not be able to take appropriate measures. In the second embodiment, after the bus 5 is stopped, a communication connection is made to make a voice call (S520) and a video call (S525) to ensure the safety of passengers and to control the air traffic control personnel. The effort is reduced. In addition, since the first report (S503) and the second report (S508) provide appropriate information to the control staff at the appropriate timing, the situation on the bus 5 can be grasped at an early stage and the bus 5 stops. , When a voice call (S520) and a video call (S525) become possible, it is possible to respond promptly and appropriately to passengers.

Further, in S508, after the braking is started, the front image and the in-vehicle image of the bus 5 are transmitted to the control terminal 6 as the second report, so that the control person can grasp the situation of the bus 5 and the passengers at an early stage, so that a voice call can be made. Even if the (S520) and the video call (S525) are performed after the bus 5 is stopped, it is possible to appropriately respond to the passengers.

Further, in S515, after the bus 5 is stopped, the vehicle behavior information when the bus 5 is braked is transmitted to the control terminal 6 as the third report, so that the control staff can respond more appropriately to the passengers. , Appropriate measures can be taken remotely by remote control (remote manual operation, etc.).

Further, in S512, a connection request instruction indicating that a communication connection is made between the bus 5 and the control terminal 6 for voice call, video call, and remote control is received from the control person, and in S513, control is received. A communication connection request is made from the terminal 6 to the vehicle control server 3. As a result, unnecessary communication connections can be prevented and the monitoring work of the ATC personnel can be improved.

Further, various information included in the first report (S503), the second report (S508), the third report (S515), and the fourth report (S521) is stored in the storage unit of the vehicle control server 3. As a result, the occurrence of an abnormality on the bus 5, the cause, the influence of emergency braking, the situation in front of the bus 5 and the inside of the vehicle can be recorded as an event recorder.

Moreover, although the present embodiment and the modified example have been described, as another embodiment of the present invention, the above-described embodiment and the modified example may be combined in whole or in part.

Further, the embodiment of the present invention is not limited to the above-described embodiment, and may be variously modified, replaced, or modified without departing from the spirit of the technical idea of the present invention. Furthermore, if the technical idea of the present invention can be realized in another way by the advancement of the technology or another technology derived from it, it may be carried out by using that method. Therefore, the claims cover all embodiments that may be included within the scope of the technical idea of the present invention.

For example, in the above embodiment, the obstacle is detected by the front sensor 102, which is an in-vehicle sensor, but the obstacle may be detected from the outside of the bus 5. For example, an obstacle may be detected by a road monitoring sensor installed on the roadside.

Further, as the traffic information, past road information, weather forecast rain amount information, and flood information collected from other vehicles at the road management center or the vehicle control center can also be used.

As described above, the present invention has the effect of relieving passengers' anxiety and improving the efficiency of monitoring work of air traffic control personnel, and is particularly useful for self-driving shared buses.

1 Shared bus control system 2 Cloud 3 Vehicle control server 4 Mobile communication network 5 Bus 6 Control terminal 7 GNSS satellite 8 VICS transmitter 21, 51 Calculation unit 22, 52 Communication unit 23, 61 Output unit 24, 59 Input unit 53 Storage unit 54 Drive unit 55 Braking unit 56 Steering unit 57 Sensor 58 GNSS receiving unit 62 VICS receiving unit 101 Stop condition judgment unit 102 Front sensor 103 Operation management unit 104 Passenger monitoring unit 105 Seatbelt wearing sensor 106 Notification control unit 107 Call control unit 201 Display control unit 202 Communication control unit 203 Call control unit 204 Operation reception unit 501 Automatic operation control unit 502 Abnormality diagnosis unit 503 Current position acquisition unit 504 Drive control unit 505 Braking control unit 506 Steering control unit 507 Communication control unit 508 Traffic information acquisition Department 509 Operation reception department 601 Information provision department 602 In-vehicle camera 603 Airbag 604 ABS
605 ESP
606 Acceleration sensor 607 Front camera 608 Remote operation control unit 609 Operation reception unit 611 Information output control unit 612 Remote command control unit 1000 Computer device 1001 Processor 1002 Memory 1003 Storage 1004 Communication device 1005 Input device 1006 Output device 1007 Sensor 1008 Internal bus

Claims (12)

When an obstacle existing around the vehicle is detected, the automatic driving control unit that stops the vehicle and
It is equipped with a communication control unit that controls the communication unit and allows communication with the control terminal used by the control person.
The communication control unit is a vehicle stop control device, characterized in that, after the automatic driving control unit stops the vehicle, the communication unit makes a communication connection with the control terminal. The vehicle stop control device according to claim 1, further comprising a notification unit for notifying a passenger who has boarded the vehicle that the vehicle will brake before the vehicle starts braking. Abnormality diagnosis unit that diagnoses vehicle abnormalities,
An automatic driving control unit that stops the vehicle when the vehicle is diagnosed as abnormal by the abnormality diagnosis unit.
It is equipped with a communication control unit that controls the communication unit and allows communication with the control terminal used by the control person.
The communication control unit is a vehicle stop control device, characterized in that, after the automatic driving control unit stops the vehicle, the communication unit makes a communication connection with the control terminal. The vehicle stop control device according to claim 3, wherein when the abnormality is caused by communication by the communication unit, the communication unit is not allowed to make the communication connection. It is further provided with a passenger monitoring unit that monitors the passengers who have boarded the vehicle, and a notification unit that notifies the passengers that the vehicle is braking.
When the passenger monitoring unit detects an abnormality caused by the behavior of the passenger, the automatic driving control unit stops the vehicle, and the notification unit stops the vehicle before the vehicle starts braking. The vehicle stop control device according to claim 3 or 4, wherein the vehicle notifies that the vehicle is braking. When an obstacle existing around the vehicle is detected, the automatic driving control unit that stops the vehicle and
A communication control unit that controls the communication unit and communicates with the control terminal used by the control staff.
It is provided with an information providing unit that causes the communication unit to transmit information about the vehicle to the control terminal.
The information providing department
The automatic driving control unit transmits a first report including stop reason information notifying the reason for stopping the vehicle before the vehicle starts braking.
While braking the vehicle, a second report containing obstacle information regarding the obstacle is transmitted.
A vehicle stop control device comprising transmitting a third report including vehicle behavior information regarding the behavior of the vehicle when the vehicle is stopped after the vehicle is stopped. The vehicle stop control device according to claim 6, wherein the second report includes an image of the periphery of the vehicle or an image of the inside of the vehicle. The vehicle stop control device according to claim 6 or 7, wherein the vehicle behavior information includes information regarding the deployment of airbags in the vehicle or maximum deceleration. A voice call control unit for making a voice call with the control terminal is further provided.
The method according to any one of claims 6 to 8, wherein the voice call control unit causes the communication control unit to make a communication connection for making the voice call after the transmission of the third report. Vehicle stop control device. It is a vehicle stop control method that stops the vehicle by automatic driving.
The process of stopping the vehicle when an obstacle existing around the vehicle is detected, and
After stopping the vehicle, the process of controlling the communication unit to make a communication connection with the control terminal used by the control person, and
A vehicle stop control method, characterized in that the vehicle stops. It is a vehicle stop control method that stops the vehicle by automatic driving.
A step of stopping the vehicle when the vehicle is diagnosed as abnormal by the abnormality diagnosis unit for diagnosing the abnormality of the vehicle.
After stopping the vehicle, the process of controlling the communication unit to make a communication connection with the control terminal used by the control person, and
A vehicle stop control method, characterized in that the vehicle stops. It is a vehicle stop control method that stops the vehicle by automatic driving.
When an obstacle existing around the vehicle is detected, the step of stopping the vehicle and
A step of transmitting a first report including stop reason information notifying the reason for stopping the vehicle before the vehicle starts braking.
During braking of the vehicle, a step of transmitting a second report including obstacle information regarding the obstacle, and
After the vehicle is stopped, a step of transmitting a third report including vehicle behavior information regarding the behavior of the vehicle when the vehicle is stopped, and
A vehicle stop control method, characterized in that the vehicle stops.

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