JP2024118103A - Road condition acquisition system - Google Patents

Abstract

The present invention provides a method and apparatus for efficiently acquiring road surface conditions of a travel area in which a mobile object travels.
[Solution] In this road surface condition acquisition system, a target route for a moving body is determined based on a request to acquire road surface conditions. For example, the target route can be determined to include a portion for which there is a request to acquire road surface conditions, and the moving body can acquire road surface conditions while traveling along the determined target route. As a result, the road surface conditions of the portion for which there is a request can be acquired can be acquired satisfactorily, and the road surface conditions of the traveling area can be acquired efficiently.
[Selected figure] Figure 3

Description

The present invention relates to a road surface condition acquisition system that acquires road surface conditions, which are the conditions of the road surface in a driving area on which a mobile object travels.

In Patent Document 1, the condition of the road surface of a reference route in a travel area in which multiple moving bodies travel is estimated based on the unevenness of the road surface of the reference route traveled by the moving bodies and the unevenness of the road surface of a detour route in the case where the moving bodies detour around the reference route. As a result, even if the moving bodies detour around a part of the reference route without traveling thereon, the condition of the road surface of the reference route can be obtained.

Patent Publication No. 2019-44538

The objective of the present invention is to efficiently acquire road surface conditions in the driving area in which a moving object is traveling.

Means for solving the problems, actions and effects

In the road surface condition acquisition system according to the present invention, the target route of the moving body is determined based on a request to acquire road surface conditions. For example, the target route can be determined to include a portion for which there is a request to acquire road surface conditions, and the moving body can acquire road surface conditions while traveling along the determined target route. As a result, the road surface conditions of the portion for which there is a request can be acquired satisfactorily, and the road surface conditions of the traveling area can be acquired efficiently.

1 is a diagram conceptually illustrating an entire road surface condition acquisition system according to an embodiment of the present invention. 2 is a diagram conceptually showing a structure of a control device of the road surface condition acquisition system and a structure of a moving body. FIG. FIG. 4 is a diagram showing an example of a target route determined in a control ECU of the control device. 5 is a flowchart conceptually illustrating a part of a target route etc. determining program executed in the control ECU. 4 is a flowchart showing a driving control program executed in a vehicle ECU of the vehicle.

Below, a road surface condition acquisition system according to one embodiment of the present invention will be described with reference to the drawings. This road surface condition acquisition system is also a traffic management system. In addition, the road surface condition acquisition system and the traffic management system can be called a target route determination system.

As shown in FIG. 1, the road surface condition acquisition system according to the first embodiment includes a control device S as a management device capable of communicating with multiple mobile objects V performing work in a mine or the like, and one or more antennas A. These multiple mobile objects V and the control device S communicate wirelessly directly or via the antenna A.

The multiple moving bodies V include at least one or more large moving bodies HV and one or more small moving bodies LV. In this embodiment, these large moving bodies HV, small moving bodies LV, etc. may be collectively or individually referred to as simply moving bodies V.

Each of the one or more large mobile bodies HV can be a heavy machine, a large dump truck, etc. In this embodiment, the large mobile body HV is a mobile body that performs work in a mine. The large mobile body HV is automatically operated (including moved) based on a command from the control device S, and is an automatically traveling mobile body.
Each of the one or more small mobile bodies LV is a mobile body whose weight is lighter than that of the large mobile body HV. The small mobile body LV often travels while carrying workers or loads required for work. In this embodiment, the small mobile body LV is an automatic driving mobile body (automatic running mobile body) that can travel without being driven by a driver, but may also be a manually driven mobile body that can travel by being driven by a driver.

As shown in FIG. 2, each of the multiple mobile bodies V includes a drive device D that drives the mobile body V, a braking device B that brakes the mobile body V, a steering device T that steers the steering wheels of the mobile body V, a GPS (Global Positioning System) receiver 10, a surrounding information acquisition device 12, a mobile body communication device 14, a mobile body ECU 20, etc.

The drive device D can include, for example, an electric motor as a drive source connected to multiple drive wheels among the multiple wheels 28. A drive circuit (e.g., an inverter) is provided corresponding to the electric motor, and the drive force applied to the multiple drive wheels is controlled by controlling the drive circuit, and the drive force applied to the moving body V is automatically controlled.

The drive device D may also include an engine or the like in addition to or instead of the electric motor.

The braking device B can include, for example, friction brakes provided for each of the multiple wheels 28, which suppress the rotation of the wheels 28 by pressing a friction engagement member against a brake rotor that can rotate integrally with the wheels 28, and a pressing force control actuator capable of controlling the pressing force of each of the multiple friction brakes. By controlling the pressing force control actuator, the pressing force of the friction brakes provided for each of the multiple wheels 28 is controlled, the braking force applied to each of the multiple wheels 28 is controlled, and the braking force applied to the moving body V is automatically controlled. Note that regenerative braking may also be applied to the wheels 28 by braking the electric motor included in the drive device D.

The steering device T steers the steered wheels among the multiple wheels 28. The steering device T includes, for example, a pair of tie rods connected to the left and right steered wheels, a steering rod connecting the pair of tie rods, and a steering actuator provided on the steering rod. The steering actuator moves the steering rod in the axial direction of the vehicle, thereby automatically steering the left and right steered wheels.

The GPS receiver 10 receives signals (e.g., GPS signals) from a GPS, which is an example of a Global Navigation Satellite System (GNSS), and acquires the position of the moving body V itself based on the GPS signals. Based on the GPS signals, the three-dimensional position of the moving body V itself, which is latitude, longitude, and altitude, may be acquired, or the two-dimensional position of latitude and longitude may be acquired.

The surrounding information acquisition device 12 includes multiple cameras, lidars, etc., and recognizes objects in the vicinity of the moving body V, which is the moving body V, and acquires the relative positional relationship between the objects and the moving body V, etc.
In addition, the surrounding information acquisition device 12 acquires road surface conditions (mainly the unevenness of the road surface), which are the state of the road surface ahead of the moving body V, using multiple cameras, lidars, etc.

The surrounding information acquisition device 12 may further include a road surface sensor provided on the tire of the wheel 28, a vertical acceleration sensor that detects the vertical acceleration acting on the moving body V, and the like. The road surface sensor can detect the condition of the road surface on which the wheel 28 passes (e.g., the amount of moisture contained in the road surface, the friction coefficient of the road surface, etc.). By integrating the vertical acceleration detected by the vertical acceleration sensor, the amplitude of the vertical vibration of the vehicle body can be obtained, and the unevenness of the road surface can be obtained.

In this way, the surrounding information acquisition device 12 acquires the road surface condition as information about the surroundings of the moving body V. In this sense, the moving body road surface condition acquisition unit can be considered to be included in the surrounding information acquisition device 12.

The mobile communication device 14 wirelessly transmits mobile information created in the mobile ECU 20 and receives control information wirelessly transmitted from the control device S.

The mobile object ECU 20 is mainly a computer. The mobile object ECU 20 is connected to the drive circuit of the drive device D, the pressing force control actuator of the braking device B, the steering actuator of the steering device T, the GPS receiver 10, the surrounding information acquisition device 12, the mobile object communication device 14, etc. The mobile object ECU 20 also includes a driving plan creation unit 22, a driving control unit 24, a mobile object information creation unit 30, etc.

The travel plan creation unit 22 creates a travel plan for the moving body V, which is the moving body V, based on the target route included in the control information. The travel plan includes control commands for the drive device D, the braking device B, the steering device T, etc.
The travel control unit 24 controls the drive device D, the braking device B, the steering device T, etc., based on the travel plan created by the travel plan creation unit 22. The drive control unit 24 controls the drive device D, the braking device B, the steering device T, etc., so that the moving body V travels along the target route.

The mobile body information creation unit 30 creates mobile body information including mobile body position information indicating the position of the mobile body V acquired based on a GPS signal, mobile body road surface condition information which is information indicating the condition of the road surface acquired by the surrounding information acquisition device 12, and identification information of the mobile body V. The created mobile body information is output to the mobile body communication device 14. The mobile body communication device 14 transmits the mobile body information.

The control device S includes a control ECU 40, which is mainly a computer, and a control communication device 42 connected to the control ECU 40. The control ECU 40 includes a target route determination unit 50, a control information creation unit 52, a control road surface condition acquisition unit 54, a mobile object condition storage unit 56, etc. The target route determination unit 50 includes a weighting unit 58, etc.

The control communication device 42 wirelessly transmits the control information created by the control information creation unit 52 and receives mobile body information wirelessly transmitted from the mobile body V.

The control information creation unit 52 creates control information including target route information, which is information representing the determined target route of the target moving body V, and identification information representing the target moving body V.

The mobile body status storage unit 56 stores information regarding the status of each mobile body V. The status of the mobile body V includes the running status of the mobile body V, the weight of the mobile body V, and the like. Specifically, the status includes the past running history of each mobile body V, the current position, and information included in a work plan previously determined for each mobile body V (e.g., the target route, the weight of each mobile body V, the total weight (the weight of the mobile body itself and the load weight)), and the like. The mobile body status storage unit 56 can also be thought of as storing a work plan for each of multiple mobile bodies V.

The target route determination unit 50 creates and determines a target route along which the moving body V travels for each of the multiple moving bodies V. The target route determination unit 50 can determine a route along which the moving body V travels as a target route, or can determine a route and a position (portion) of the route on the road surface, etc.
Usually, an unpaved dirt road is provided in the travel area where the work is performed. On the dirt road, the unevenness increases as the moving body V travels. For example, ruts are formed due to the moving body V traveling, and as the number of moving bodies V traveling increases, the ruts become larger and the unevenness increases. Furthermore, when the unevenness increases, it may become difficult for the small moving body LV to travel.
Therefore, during work, the driving area is patrolled to monitor the condition of the road surface, and, for example, in areas where the road surface is significantly uneven, repairs are carried out using a mobile vehicle dedicated to road surface repairs, such as a grader.

In contrast, in this embodiment, the target route for the moving body V is determined by the target route determination unit 50 based on a request to obtain road surface conditions within the travel area. The target route determined by the target route determination unit 50 is usually different from the route included in the operation plan of the work plan previously set for the moving body V. In addition, the target route is determined so that the difference in travel distance from the starting point to the destination between the target route determined by the target route determination unit 50 and the target route included in the previously set work plan is equal to or less than a set value. For example, the target route included in the work plan is often set to be the shortest distance from the starting point to the destination, and the target route determination unit 50 often determines the target route to be the shortest distance as well.

The target route determination unit 50 can also determine the target route based on a priority level, which is the level of the request to obtain road surface conditions. The request to obtain road surface conditions is stronger when it is estimated that the road surface has become more uneven, or is likely to become more uneven, than when it has not. Therefore, parts of the road surface that are estimated to have become more uneven, or are likely to become more uneven, have a higher priority than parts that are estimated not to have become uneven.

In this embodiment, as shown in FIG. 3, the travel area R is divided (partitioned) into a plurality of portions p by grid lines, and each of the plurality of portions p is weighted and scored according to the degree of the request to obtain road surface conditions, with portions p with higher scores being considered to have higher priority. The target route is then determined including the portions p with higher priority. The priority is determined based on the characteristics of the road surface, the state of the mobile objects V traveling on the road surface (including the number of mobile objects V traveling, whether the traveling mobile objects V are large mobile objects, etc.), etc.

The weighting unit 58 weights each of the multiple parts p and assigns a score. The weight (score) of each of the multiple parts p can be set to a higher value when there is a high need to acquire (monitor) the unevenness of the road surface condition of part p than when it is low (when the demand for acquiring the unevenness condition is strong than when it is weak). In other words, a higher score is assigned to a part where the change in the road surface condition (unevenness) is estimated to be large or where the change is likely to be large than to a part where the change is small or where the change is unlikely to be large.

The weighting unit 58 determines the score based on the characteristics of the road surface and the state of the mobile object traveling on the road surface.
For example, in areas where the road surface contains a lot of dirt and sand and has the characteristic of easily absorbing moisture, the change in road surface unevenness when a mobile object travels is more likely to be greater than in areas where the road surface contains a lot of rocks and has the characteristic of not absorbing moisture as easily.
In addition, the change in road surface unevenness when a moving object travels on a soft road surface is greater than that on a hard road surface. The softness of a road surface is determined based on the characteristics of the road surface, the topography (height difference), weather information, the presence or absence of watering, etc. For example, if the road surface has characteristics that include a lot of soil and sand and has a high water content, the road surface will be in a wet state. Therefore, the road surface in a portion that includes a lot of soil and sand can be considered to be softer than a portion that has a lot of rocks and has characteristics that do not easily absorb water.

Furthermore, the amount of water that can be absorbed by the road surface is determined based on weather information, the presence or absence of watering, the topography, etc. For example, if there has been rainfall or snowfall, or if watering has been performed, the amount of water that can be absorbed will be high. Also, depending on the difference in elevation, in areas with good drainage, the amount of water that can be absorbed may be low even if there has been rainfall or watering.
The characteristics of the road surface, the topography (altitude difference), etc. are input in advance and stored in the control device S. Weather information is supplied and received from an external information transmission device (not shown).

In addition, for example, when the moving body V running on the part (road surface) is a large moving body (when the weight or total weight of the moving body is large), it is estimated that the change in the unevenness of the road surface has become greater than when the moving body is a small moving body (when the weight or total weight of the moving body is small).
In addition, it is estimated that the unevenness of the road surface is greater when there are a large number of moving bodies V traveling on the road surface than when there are a small number of moving bodies V traveling on the road surface.

For the reasons stated above, portions of the road surface that are prone to large changes in unevenness can be given a higher score than portions that are not prone to large changes in unevenness, and portions of the road surface that are soft can be given a higher score than portions that are hard.
In addition, the portion p where the large mobile body HV runs can be given a higher score than the portion p where the small mobile body LV runs, and the score can be higher when there are a large number of running mobile bodies V than when there are a small number of running mobile bodies V. In this case, the score can be determined taking into consideration the running history of the large mobile body HV, the running schedule of the large mobile body HV determined by the work plan, etc.

The weighting unit 58 can further determine the score based on, for example, the acquisition history of the road surface condition by the moving body V. For example, the score can be set higher for a portion p for which a set time or more has passed since the moving body V acquired the road surface condition in the past than for a portion p for which the set time has not passed.
Conversely, a portion where the road surface condition is acquired frequently can be given a higher score than a portion where the road surface condition is acquired less frequently, because a portion where the road surface condition is acquired frequently is an area where the request to acquire the road surface condition is high and the road surface condition is likely to change significantly.

In addition, for example, the score can be determined based on the road surface conditions previously acquired by the moving body V. For example, a higher score can be determined for a portion p where the road surface conditions previously acquired are in a state where the road surface is highly uneven than for a portion p where the road surface is less uneven. This is because it can be estimated that the change in the road surface conditions is greater when the road surface is highly uneven than when it is not.

As described above, each of the multiple parts p is weighted, and a priority is determined based on the score. For example, a high priority can be determined for a part p whose score (or the sum of the scores) is equal to or greater than a first set score, a low priority can be determined for a part p whose score is equal to or less than a second set score that is smaller than the first set score, and a medium priority can be determined for a part p whose score is higher than the second set score and lower than the first set score.

3, a traveling region R includes main routes A, B, and C, and routes D, E, and F that intersect with the main routes A, B, and C. The traveling region R is divided into a plurality of portions p by a plurality of grid lines.
The main route A has a history of large vehicles HVs traveling there, or the large vehicles HVs travel there frequently. Therefore, it is estimated that the road surface of the main route A changes significantly, and there is a strong demand for obtaining information on the road surface condition.
Furthermore, as the large moving body HV travels, ruts are likely to form on both side ends of the main path A, where the wheels 28 of the large moving body HV pass. Therefore, the score for the portions pas included in the both side ends of the main path A is high, and the score for the portion pat included in the center is low.

On main route B, near intersection Bd where main route B intersects with route D, the road surface is characterized by a high soil and sand content and is prone to absorbing moisture. Furthermore, intersection Bd is located on a terrain with poor drainage. Furthermore, at intersection Bd, moving body V travels straight, turns left, and turns right, so moving body V travels more frequently in the center of intersection Bd than in the peripheral areas. Therefore, the score for portion pbdg included in the center of intersection Bd is high, and the score for portion pbdr included in the peripheral areas is lower than that for portion pbdg.

In addition, near the intersection Be between main route B and route E, and near the intersection Bf between main route B and route F, the road surface is hard, or the road surface is soil or sandy and has the characteristic of absorbing moisture easily, but has good drainage. Therefore, it is estimated that when a mobile body V travels through intersections Be and Bf, it is unlikely to have larger unevenness than when it travels through intersection Bd. On the other hand, there are more mobile bodies V traveling at intersection Be than at intersection Bf. Therefore, the score for the portion pbeg included in the center of intersection Be is higher than the portion pber included in the periphery and the portion pbf included in intersection Bf.

Main route C is a route on which no large mobile units HVs travel, or on which only a small number of large mobile units HVs travel. For example, this applies when there is no travel history of large mobile units HVs, or when there are few plans for large mobile units HVs to travel. However, the road surface of main route C contains a lot of soil and sand, and has the characteristic of easily absorbing moisture. Therefore, the score for the portion pc included in main route C is medium.

As described above, each of the multiple parts p is weighted, and a priority is obtained according to the score. In this embodiment, the parts pas included on both sides of the main route A and the part pbdg included in the center of the intersection Bd of the main route B have high priority, the parts pat included in the center of the main route A, the part pbdr included in the periphery of the intersection Bd, and the part pc included in the main route C have medium priority, and the parts pber included in the periphery of the intersection Be and the part pbf included in the intersection Bf have low priority. Then, the target route X can be determined as shown in FIG. 3, including the parts with high priority.

As shown in FIG. 3, the weighting for each part p and the determined target path X are merely examples, and the weighting points, the method of setting the priority, etc. can be determined as appropriate depending on the situation.

Then, the mobile body V acquires the road surface conditions along the target route X while traveling along the target route X. Then, the mobile body information including the road surface condition information indicating the road surface conditions is transmitted.

The controlled road surface condition acquisition unit 54 acquires the road surface condition along the target route X based on the road surface condition information included in the mobile unit information, and acquires the road surface condition of the travel area R. The road surface condition includes the unevenness of the road surface, but can also include the wetness of the road surface (the amount of moisture contained in the road surface). Then, based on the road surface condition of the travel area R, the timing of dispatching a dedicated road surface repair vehicle such as a grader is determined. For example, a grader can be dispatched when the degree of unevenness of the road surface becomes higher than a set level.

In the road surface condition acquisition system including the cruise control system configured as above, the target route determination unit 50 of the control device S executes a target route setting program shown in the flowchart of FIG. 4 at set time intervals.
In step (hereinafter abbreviated as S1, the same applies to the other steps) 1, the state of each of the moving bodies V is acquired, and in S2, the road surface condition in some of the multiple portions p of the traveling area R is acquired based on the moving body road surface information included in the moving body information, the road surface characteristics and topography for each of the multiple portions p are acquired, and weather information, etc. is acquired from an external information transmission device. In S3, based on these, changes in the road surface condition for each of the multiple portions p in the traveling area R are estimated, and in S4, each of the multiple portions p is weighted and given a score. Then, in S5, a priority is set based on the score, and a target route is determined. Information regarding the determined target route is included in the control information and transmitted.

In the vehicle ECU 20 of the vehicle V, a vehicle travel control program shown in the flowchart of FIG. 5 is executed at predetermined set time intervals.
In S21, it is determined whether or not control information has been received. If the determination is YES, in S22, it is determined whether or not the identification information matches. If the determination is YES, in S23, information regarding the target route is acquired from the control information, in S24, a travel plan is created so that the mobile body V travels along the target route, and in S25, the steering device T, the drive device D, the braking device B, etc. are controlled according to the travel plan. As a result, the mobile body V travels along the target route. While traveling along the target route, the mobile body V acquires road surface conditions and transmits mobile body information including road surface condition information.

In this way, in this embodiment, when the moving body travels along the target route and acquires the road surface condition, the target route is determined based on the request to acquire the road surface condition. As a result, the requested road surface condition can be acquired satisfactorily by the travel of the moving body V during work. This also makes it possible to efficiently acquire the road surface condition of the travel area.
Furthermore, since road surface conditions are acquired by the moving body during work, it is possible to reduce the number of times the moving body V travels on patrol.
In addition, the determined target route is often determined to be the shortest distance from the starting point to the destination, rather than a long way around, so that it is possible to effectively suppress a decrease in work efficiency caused by acquiring the road surface condition of the moving body V.
Furthermore, since it is possible to identify the areas of the road surface where unevenness is actually large, it is possible to identify the areas where the grader is operating, allowing the grader to operate efficiently.

The road surface condition can be acquired by the small mobile body LV, but can also be acquired by the large mobile body HV. When the road surface condition is acquired by the small mobile body LV and the large mobile body HV, the relative positional relationship between the camera and the road surface differs between the small mobile body LV and the large mobile body HV, so it is desirable to adjust them.
In addition, the small mobile object LV can be more maneuverable than the large mobile object HV, and can travel along the side edge of the route, for example. Therefore, the road surface condition can be obtained more precisely by the small mobile object LV.

As described above, in this embodiment, the target route determination unit can be considered to be configured by the control device S, etc., or by the control device S and the mobile road surface condition acquisition unit, etc., or by the target route determination unit 50 of the control ECU 40, etc. In addition, the road surface condition change estimation unit is configured by the part that stores and executes S3 of the target route determination program of the control ECU 40, etc.

In addition, the present invention can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

10: GPS receiver 14: Mobile communication device 12: Surrounding information acquisition device 20: Mobile ECU 24: Driving control unit 30: Mobile information creation unit 40: Control ECU 42: Control communication device 50: Target route determination unit 54: Control road surface condition acquisition unit 58: Weighting unit S: Control device V: Mobile

Patentable inventions

The following paragraphs describe inventions that can be claimed as patents.

(1) A road surface condition acquisition system that acquires a road surface condition, which is a condition of a road surface in a travel area on which a moving object travels, comprising:
the road surface condition acquisition system includes a target route determination unit that determines a target route of the moving object based on an acquisition request for a road surface condition, the road surface condition being a condition of the road surface of the traveling area;
a road surface condition acquisition system including a mobile body road surface condition acquisition unit that acquires the road surface condition when the mobile body travels along the target route determined by the target route determination unit.

(2) A road surface condition acquisition system as described in (1), in which the target route determination unit determines the target route including a portion where the acquisition request is higher than a set request level.

The set requirement level can be, for example, the first set score or the second set score assigned to the part in the above embodiment.

(3) A road surface condition acquisition system that acquires a road surface condition, which is a condition of a road surface in a travel area on which a moving object travels, comprising:
the road surface condition acquisition system includes a road surface condition change estimation unit that estimates a change in the road surface condition of the traveling area, and a target route determination unit that determines a target route of the moving object based on the change in the road surface condition estimated by the road surface condition change estimation unit;
a road surface condition acquisition system including a mobile body road surface condition acquisition unit that acquires the road surface condition when the mobile body travels along the target route determined by the target route determination unit.

The road surface condition is the unevenness of the road surface, and can be expressed, for example, by the degree of unevenness of the road surface. The road surface condition change estimation unit estimates whether the change in the road surface condition is large and whether the road surface condition is prone to change. Furthermore, if the change in the road surface condition is estimated to be large, the request to obtain the road surface condition is usually stronger than if the change is estimated to be small, and if the road surface condition is prone to change, the request to obtain the road surface condition is usually stronger than if the change is difficult.

(4) A road surface condition acquisition system as described in (3), in which the target route determination unit determines the target route including a portion where the road surface condition is estimated by the road surface condition change estimation unit to have changed by more than a set state.

The target route determination unit can also determine the target route by including parts of the road surface conditions that are estimated by the road surface condition change estimation unit to be prone to change as the mobile body travels.

(5) A road surface condition acquisition system according to paragraph (3) or (4), in which the road surface condition change estimation unit estimates that the change in the road surface condition is greater when the number of traveling mobile objects is large than when the number of traveling mobile objects is small.

(6) A road surface condition acquisition system according to any one of (3) to (5), in which the road surface condition change estimation unit estimates that the change in the road surface condition is greater on the road surface on which a second moving body, which is heavier than the first moving body, is traveling than on the road surface on which the first moving body is traveling.

For example, the first moving body can be considered to correspond to a small moving body, and the second moving body can be considered to correspond to a large moving body.

(7) A road surface condition acquisition system according to any one of items (3) to (6), in which the target route determination unit determines the target route based on a priority when acquiring the road surface condition, and the priority is determined to be a higher value for a portion where the road surface condition change estimation unit estimates that the change in the road surface condition is large than for a portion where the change in the road surface condition is small.

(8) A road surface condition acquisition system that acquires a road surface condition, which is a condition of a road surface in a travel area in which a moving object travels, comprising:
a target route determination unit that determines the target route based on at least one of a characteristic of the road surface of the travel area and a state of a moving object traveling on the road surface;
A road surface condition acquisition system including a mobile body road surface condition acquisition unit that acquires the road surface condition along the target route when the mobile body travels along the target route determined by the target route determination unit.

Based on at least the road surface characteristics and the state of the moving body, a change in the road surface state can be estimated, and the strength of the request to obtain the road surface state can be obtained.
The target route determination unit may employ any of the technical features described in (1) to (7).

(9) A road surface condition acquisition system that acquires a road surface condition that is a condition of a road surface within a travel area in which a plurality of moving bodies travel, comprising:
a mobile body road surface condition acquisition unit capable of acquiring the road surface condition when the mobile body travels in the travel area;
the road surface condition acquisition system includes a target route determination unit that determines a target route of a second moving body, which is a moving body among the plurality of moving bodies excluding the first moving body, based on the road surface condition acquired by the moving body road surface condition acquisition unit of the first moving body,
A road surface condition acquisition system in which, when the second moving body travels along the target route determined by the target route determination unit, the moving body road surface condition acquisition unit acquires the road surface conditions along the target route.

The target route determination unit may employ any of the technical features described in items (1) to (8).

(10) A road surface condition acquisition system according to any one of items (1) to (9), in which the target route determination unit determines the target route based on a priority when acquiring the road surface condition, and determines the priority for a portion of the road surface where a large number of large moving bodies are traveling as the moving bodies to a higher value than the priority for a portion where a small number of large moving bodies are traveling.

(11) A road surface condition acquisition system according to any one of items (1) to (10), in which the target route determination unit assigns a score according to a weighting to each of the multiple parts into which the driving area is divided, and determines the target route including the part whose score is equal to or greater than a set score.

The score includes the total score.

(12) A road surface condition acquisition system according to any one of items (1) to (11), in which the target route determination unit determines a portion of the determined target route on the road surface along which the moving body travels.

(13) The moving body is
a mobile communication device that transmits mobile information including road surface condition information that is information representing the road surface condition acquired by the mobile road surface condition acquisition unit;
The road surface condition acquisition system,
a management communication device capable of receiving the mobile object information;
A road surface condition acquisition system described in any one of items (1) to (12), including a management road surface condition acquisition unit that acquires the road surface condition within the driving area based on the road surface condition information contained in the mobile object information received by the management communication device.

The management communication device and the controlled road surface condition acquisition unit correspond to the control communication device and the controlled road surface condition acquisition unit, respectively, in the above embodiment.

(14) A road surface condition acquisition system as described in paragraph (13), in which the road surface condition acquisition system determines the timing of repairing the road surface of the travel area based on the road surface condition along the target route acquired by the road surface condition management acquisition unit.

(15) A traffic management system that manages the operation of a moving object traveling in a travel area, comprising:
The traffic management system includes a target route determination unit that determines a target route of the mobile object based on a request to obtain a road surface condition, which is the condition of the road surface in the traveling state.

The target route determination unit may employ any of the technical features described in items (1) to (14).

Claims (6)

A road surface condition acquisition system for acquiring a road surface condition, which is a condition of a road surface in a travel area on which a moving body travels, comprising:
the road surface condition acquisition system includes a target route determination unit that determines a target route of the moving object based on an acquisition request for a road surface condition, the road surface condition being a condition of the road surface of the traveling area;
a road surface condition acquisition system including a mobile body road surface condition acquisition unit that acquires the road surface condition when the mobile body travels along the target route determined by the target route determination unit. A road surface condition acquisition system for acquiring a road surface condition, which is a condition of a road surface in a travel area on which a moving body travels, comprising:
the road surface condition acquisition system includes a road surface condition change estimation unit that estimates a change in the road surface condition of the traveling area, and a target route determination unit that determines a target route of the moving object based on the change in the road surface condition estimated by the road surface condition change estimation unit;
a road surface condition acquisition system including a mobile body road surface condition acquisition unit that acquires the road surface condition when the mobile body travels along the target route determined by the target route determination unit. The road surface condition acquisition system according to claim 2, wherein the target route determination unit determines the target route including a portion where the road surface condition is estimated by the road surface condition change estimation unit to have changed by more than a set state. A road surface condition acquisition system for acquiring a road surface condition, which is a condition of a road surface in a travel area on which a moving body travels, comprising:
a target route determination unit that determines the target route based on at least one of a characteristic of the road surface of the travel area and a state of a moving object traveling on the road surface;
A road surface condition acquisition system including a mobile body road surface condition acquisition unit that acquires the road surface condition along the target route when the mobile body travels along the target route determined by the target route determination unit. A road surface condition acquisition system for acquiring a road surface condition, which is a condition of a road surface within a travel area in which a plurality of moving bodies travel, comprising:
a mobile body road surface condition acquisition unit capable of acquiring the road surface condition when the mobile body travels in the travel area;
the road surface condition acquisition system includes a target route determination unit that determines a target route of a second moving body, which is a moving body among the plurality of moving bodies excluding the first moving body, based on the road surface condition acquired by the moving body road surface condition acquisition unit of the first moving body,
A road surface condition acquisition system in which, when the second moving body travels along the target route determined by the target route determination unit, the moving body road surface condition acquisition unit acquires the road surface conditions along the target route. The road surface condition acquisition system according to any one of claims 1 to 5, wherein the target route determination unit determines the target route based on a priority when acquiring the road surface condition, and determines the priority for a portion of the road surface where a large number of large moving bodies are traveling, as the moving bodies, to a higher value than the priority for a portion of the road surface where a small number of large moving bodies are traveling.

Images