JP2021015555A - Road surface flooding determination device - Google Patents

Abstract

To improve accuracy in determining whether the surface of the road on which a vehicle is to be traveled, is flooded.SOLUTION: As one example, a road surface flooding determination device comprises: a travel data acquisition unit for acquiring, for each of a plurality of vehicles, a driving torque of the vehicle and actual acceleration which is practical acceleration to act on the vehicle; a determination unit for determining, for each vehicle, whether a differential between the actual acceleration and theoretical acceleration of the vehicle based on the driving torque is equal to or more than a predetermined threshold; and a judgement unit by which, in the case that a code of travel resistance of a first vehicle that is the vehicle for which it is determined that the differential is equal to or more than the predetermined threshold, based on the driving torque and the actual acceleration of the first vehicle is identical to a code of travel resistance of a second vehicle that is the vehicle which travels at the same traveling position as the first vehicle and of which the direction of travel is different, based on the driving torque and the actual acceleration of the second vehicle, it is judged that the traveling position of the first vehicle is a flooding point.SELECTED DRAWING: Figure 1

Description

An embodiment of the present invention relates to a road surface submersion determination device.

A road surface submersion determination device for determining whether or not the road surface on which a vehicle is traveling is submerged has been developed. Specifically, the road surface submersion determination device obtains the theoretical acceleration when the vehicle travels on a flat road surface that is not submerged, based on the drive torque transmitted from the drive unit mounted on the vehicle to the wheels. When the difference between the theoretical acceleration and the actual acceleration actually acting on the vehicle is larger than a predetermined threshold value, it is determined that the road surface on which the vehicle is traveling is submerged.

Japanese Unexamined Patent Publication No. 2017-24460

However, when the parameter (for example, actual acceleration) used for determining whether or not the road surface is submerged due to the slope of the road surface, a strong gust, or the like, the above-mentioned road surface submersion estimation device changes the parameter. It is difficult to distinguish whether or not the fluctuation is due to the influence of flooding on the road surface, and the accuracy of determining flooding on the road surface may decrease.

Therefore, one of the problems of the embodiment is to provide a road surface submersion determination device capable of improving the determination accuracy of whether or not the road surface on which the vehicle travels is submerged.

As an example, the road surface submersion determination device of the embodiment includes a traveling data acquisition unit that acquires the driving torque of the vehicle and the actual acceleration that is an effective acceleration acting on the vehicle for each of the plurality of vehicles. For a vehicle, a determination unit for determining whether or not the difference between the actual acceleration and the theoretical acceleration of the vehicle based on the driving torque is equal to or greater than a predetermined threshold, and the difference is equal to or greater than the predetermined threshold. The sign of the traveling resistance of the first vehicle based on the driving torque and the actual acceleration of the first vehicle, which is the vehicle determined to be, and the vehicle traveling in the same traveling position as the first vehicle but having a different traveling direction. When the driving torque of a second vehicle and the sign of the traveling resistance of the second vehicle based on the actual acceleration are the same, a determination unit for determining the traveling position of the first vehicle as a submerged point is provided. .. Therefore, as an example, it is possible to improve the accuracy of determining whether or not the road surface on which the vehicle travels is flooded.

Further, in the road surface submersion determination device of the embodiment, as an example, the travel data acquisition unit further acquires the control signal of the drive torque by the traction control system of the vehicle or the wheel speed of the vehicle, and determines the determination. Further, the unit calculates the occurrence frequency of slip of the vehicle traveling at the submerged point based on the control signal or the wheel speed of the vehicle, and based on the occurrence frequency, the reliability of the determination of the submerged point. Is calculated. Therefore, as an example, it is possible to more accurately determine whether or not the traveling point of the vehicle is flooded.

Further, as an example of the road surface flood determination device of the embodiment, the determination unit further calculates the degree of flooding at the flooding point according to the frequency of occurrence. Therefore, as an example, it is possible to more accurately determine whether or not the traveling point of the vehicle is flooded.

Further, in the road surface flood determination device of the embodiment, as an example, the determination unit further calculates the degree of flooding at the flood point based on the magnitude of the traveling resistance generated in the vehicle traveling at the flood point. To do. Therefore, as an example, it is possible to more accurately determine whether or not the traveling point of the vehicle is flooded.

Further, in the road surface flooding determination device of the embodiment, as an example, the determination unit further specifies a plurality of continuous flooding points as a flooding region based on the positional relationship between the plurality of flooding points. Therefore, as an example, the size of the flooded area can be estimated.

FIG. 1 is an exemplary and schematic configuration diagram illustrating a configuration of a road surface submersion determination system to which the road surface submersion determination device according to the present embodiment is applied. FIG. 2 is a flowchart showing an example of a flow of a flooded point determination process in the road information providing device according to the present embodiment. FIG. 3 is a flowchart showing another example of the flow of the flooded point determination process in the road information providing device according to the present embodiment.

Hereinafter, exemplary embodiments of the present invention will be disclosed. The configurations of the embodiments shown below, as well as the actions, results, and effects produced by such configurations, are examples. The present invention can be realized by a configuration other than the configurations disclosed in the following embodiments, and at least one of various effects based on the basic configuration and derivative effects can be obtained. ..

FIG. 1 is an exemplary and schematic configuration diagram illustrating a configuration of a road surface submersion determination system to which the road surface submersion determination device according to the present embodiment is applied.

First, an example of the configuration of the road surface submersion determination system according to the present embodiment will be described with reference to FIG.

As shown in FIG. 1, the road surface submersion determination system according to the present embodiment includes a plurality of vehicles V, a road information providing device 2, and a road manager terminal RM. The plurality of vehicles V, the road information providing device 2, and the road manager terminal RM are connected via the network 12.

As shown in FIG. 1, the vehicle V has an acceleration sensor 102a, an operation unit 105, and an information output unit 106.

The acceleration sensor 102a detects the acceleration in the front-rear direction acting on the vehicle V during traveling. As the acceleration sensor 102a, for example, an acceleration sensor used for detecting the posture of the vehicle V, detecting skidding, and the like, and an acceleration sensor for impact detection used in an airbag system and the like can be used.

In the operation unit 105, the occupant of the vehicle V receives various operations on the vehicle V. For example, the operation unit 105 receives an acquisition request requesting acquisition of road information such as road surface submersion information generated by the road information providing device 2. Here, the road surface flooding information is information regarding a flooded point on the road surface on which the vehicle V can travel.

The information output unit 106 displays the road information received from the road information providing device 2 in a state in which the occupant of the vehicle V can see it, or outputs it by voice or the like in response to the acquisition request received by the operation unit 105. It is a display unit or an audio output unit.

Further, the vehicle V has hardware such as a processor and a memory, and the processor reads and executes a program stored in the memory to realize various functional modules. As shown in FIG. 1, the vehicle V includes a position information acquisition unit 101, an acceleration acquisition unit 102, a control unit 103, a transmission / reception unit 104, a drive torque acquisition unit 107, and the like as functional modules.

In the present embodiment, the position information acquisition unit 101, the acceleration acquisition unit 102, the control unit 103, the transmission / reception unit 104, and the drive torque acquisition unit 107 are realized by the processor reading and executing the program stored in the memory. However, it is not limited to this.

For example, the position information acquisition unit 101, the acceleration acquisition unit 102, the control unit 103, the transmission / reception unit 104, and the drive torque acquisition unit 107 can be realized by independent hardware. Further, the position information acquisition unit 101, the acceleration acquisition unit 102, the control unit 103, the transmission / reception unit 104, and the drive torque acquisition unit 107 are examples, and if the same functions can be realized, each function module can be integrated or subdivided. It may have been done.

The position information acquisition unit 101 acquires position information indicating the traveling position (current position) of the vehicle V. The position information acquisition unit 101 acquires the position information of the vehicle V by, for example, GPS (Global Positioning System) or the like. Alternatively, the position information acquisition unit 101 may acquire the position information of the vehicle V acquired by another system such as a navigation system mounted on the vehicle V.

The acceleration acquisition unit 102 acquires an effective acceleration (hereinafter referred to as an actual acceleration) acting on the vehicle V. The acceleration acquisition unit 102 acquires, for example, the acceleration acting in the front-rear direction of the vehicle V, which is detected by the acceleration sensor 102a already installed in the vehicle V, as the actual acceleration.

The drive torque acquisition unit 107 acquires the drive torque of the vehicle V. The drive torque acquisition unit 107 acquires the drive torque given to the wheels of the vehicle V from the drive unit (for example, an electric motor, the engine) of the vehicle V.

The control unit 103 is an example of a control unit that controls the entire vehicle V.

Specifically, the control unit 103 controls the transmission unit 104a, which will be described later, to transmit various information to an external device (for example, a road information providing device, a road manager terminal RM).

In the present embodiment, the control unit 103 generates running data regarding the running state of the vehicle V. Then, the control unit 103 controls the transmission unit 104a, which will be described later, and transmits the generated travel data to the road information providing device 2.

Here, the traveling data is data indicating the traveling state of the vehicle V. In the present embodiment, the traveling data includes the actual acceleration acquired by the acceleration acquisition unit 102, the drive torque acquired by the drive torque acquisition unit 107, the position information acquired by the position information acquisition unit 101, and a timing unit (for example, not shown). , RTC: Real Time Clock), and the drive torque control signal (or the wheel speed of the vehicle V) which is a control signal of the drive torque by the traction control system of the vehicle V.

Further, in the present embodiment, the control unit 103 controls the transmission unit 104a, which will be described later, and transmits the road information acquisition request received by the operation unit 105 to the road information providing device 2.

Further, the control unit 103 controls the reception unit 104b, which will be described later, to receive various information from an external device (for example, the road information providing device 2 or the road manager terminal RM). In the present embodiment, the control unit 103 controls the reception unit 104b, which will be described later, to receive the road information from the road information providing device 2.

Further, the control unit 103 outputs road information such as road surface submersion information received from the road information providing device 2 to the information output unit 106.

Further, the control unit 103 controls the vehicle V based on various operations received by the operation unit 105.

The transmission / reception unit 104 is a communication unit that controls communication with an external device such as a road information providing device 2 or a road manager terminal RM connected via a network 12. In the present embodiment, the transmission / reception unit 104 includes a transmission unit 104a and a reception unit 104b.

The transmission unit 104a transmits the travel data generated by the control unit 103 to the road information providing device 2 via the network 12. Further, the transmission unit 104a transmits a road information acquisition request received by the operation unit 105 to the road information providing device 2 via the network 12.

The receiving unit 104b receives the road information transmitted from the road information providing device 2 via the network 12.

Next, an example of the functional configuration of the road information providing device 2 to which the road surface submersion determination device according to the present embodiment is applied will be described with reference to FIG.

The road information providing device 2 is provided in, for example, a base station capable of wireless communication with an edge, a cloud, and a vehicle V. The road information providing device 2 is composed of a personal computer having hardware such as a processor and a memory.

Specifically, the road information providing device 2 includes a transmission / reception unit 111, a travel data acquisition unit 112, a determination unit 113, a determination unit 114, and a travel data storage unit 115. In the present embodiment, the road information providing device 2 reads and executes a program stored in the memory by the processor, so that various types such as a transmission / reception unit 111, a traveling data acquisition unit 112, a determination unit 113, and a determination unit 114 are used. Realize a functional module.

In the present embodiment, various functional modules such as the transmission / reception unit 111, the traveling data acquisition unit 112, the determination unit 113, and the determination unit 114 are realized by the processor reading and executing the program stored in the memory. , Not limited to this. For example, various functional modules such as the transmission / reception unit 111, the traveling data acquisition unit 112, the determination unit 113, and the determination unit 114 can be realized by independent hardware. Further, various functional modules such as the transmission / reception unit 111, the traveling data acquisition unit 112, the determination unit 113, and the determination unit 114 are examples, and if the same functions can be realized, each functional module is integrated or subdivided. It may be.

The travel data storage unit 115 is a storage unit that is realized by the memory of the road information providing device 2 and stores the travel data received by the reception unit 111b described later.

The transmission / reception unit 111 is a communication unit that controls communication with an external device such as a vehicle V or a road administrator terminal RM connected via the network 12. In the present embodiment, the transmission / reception unit 111 includes a transmission unit 111a and a reception unit 111b.

The transmission unit 111a transmits road surface flooding information indicating a determination result of whether or not the traveling position of the vehicle V is a flooded point to the road administrator terminal RM or the vehicle V via the network 12.

The receiving unit 111b receives the traveling data from the vehicle V via the network 12. Then, the receiving unit 111b writes the received traveling data in the traveling data storage unit 115.

The traveling data acquisition unit 112 acquires the driving torque and the actual acceleration of the vehicle V for each of the plurality of vehicles V. In the present embodiment, the travel data acquisition unit 112 acquires the drive torque and the actual acceleration of each vehicle V by reading the travel data of each of the plurality of vehicles V from the travel data storage unit 115.

For each vehicle V, the determination unit 113 determines whether or not the difference between the actual acceleration indicated by the traveling data of the vehicle V and the theoretical acceleration is equal to or greater than a predetermined threshold value. Here, the theoretical acceleration is the theoretical acceleration of the vehicle V based on the drive torque indicated by the traveling data of each vehicle V. Specifically, the theoretical acceleration is the theoretical acceleration when the vehicle V travels on a flat road surface that is not flooded by the drive torque indicated by the travel data of the vehicle V. Further, the predetermined threshold value is a threshold value of the difference between the actual acceleration and the theoretical acceleration, which determines that the traveling position of the vehicle V may be submerged.

The determination unit 114 obtains the sign of the running resistance of the target vehicle V based on the drive torque and the actual acceleration of the vehicle V (hereinafter referred to as the target vehicle) for which the difference between the actual acceleration and the theoretical acceleration is determined to be equal to or higher than a predetermined threshold value. Further, the determination unit 114 obtains a sign of the running resistance of the comparison vehicle V based on the drive torque and the actual acceleration of the comparison vehicle V. Here, the comparison vehicle V is a vehicle V that travels in the same traveling position as the target vehicle V and has a different traveling direction.

In the present embodiment, the determination unit 114 determines whether or not the comparison vehicle V is traveling in the same traveling position as the target vehicle V based on the traveling position indicated by the traveling data of the comparison vehicle V. Further, in the present embodiment, the determination unit 114 determines the traveling direction of the comparison vehicle V based on the time change of the traveling position indicated by the traveling data of the target vehicle V and the temporal change of the traveling position indicated by the traveling data of the comparison vehicle V. It is determined whether or not the traveling direction of the target vehicle V is different from that of the target vehicle V. At that time, the determination unit 114 sets the vehicle V having an angle larger than 90 degrees and a different traveling direction as the comparison vehicle V with reference to the traveling direction of the target vehicle V.

Further, the traveling resistance of the vehicle V is a force other than the force generated by the driving torque among the forces generated on the vehicle V. Further, the traveling resistance of the vehicle V shall include both a force generated in the traveling direction of the vehicle V and a force generated in the direction opposite to the traveling direction. For example, the running resistance of the vehicle V is a force generated on the vehicle V due to the slope of the road surface on which the vehicle V travels, the wind blowing on the road surface on which the vehicle V travels, the decrease in the tire pressure of the vehicle V, and the flooding of the road surface. Is.

Next, when the sign of the running resistance of the target vehicle V and the sign of the running resistance of the comparison vehicle V are the same, the determination unit 114 determines that the running position of the target vehicle V is the flooded point. As a result, when the difference between the actual acceleration and the theoretical acceleration of the vehicle V becomes large due to the slope of the road or a strong gust, the probability that the cause of the large difference is mistakenly determined as flooding can be reduced. it can. As a result, it is possible to improve the accuracy of determining whether or not the road surface on which the vehicle V travels is flooded.

For example, when there is a target vehicle V climbing a sloped road surface, acceleration due to gravity acts on the target vehicle V. Therefore, depending on the gradient, the difference between the actual acceleration and the theoretical acceleration of the target vehicle V may exceed a predetermined threshold value even though the traveling position of the target vehicle V is not submerged. In that case, even though the difference is due to the slope of the road surface, it may be erroneously determined that the traveling position of the target vehicle V is submerged.

On the other hand, when the road surface is submerged, the target vehicle V and the comparison vehicle V traveling in the submerged position generate traveling resistances having the same reference numerals regardless of the traveling direction of the vehicle V. Therefore, the sign of the running resistance of the target vehicle V going up the sloped road surface and the sign of the running resistance of the comparative vehicle V going down the sloped road surface are different.

Therefore, in the present embodiment, when the sign of the running resistance of the target vehicle V and the sign of the running resistance of the comparison vehicle V are the same, the determination unit 114 determines that the running position of the target vehicle V is the flooded point. .. As a result, when the difference between the actual acceleration and the theoretical acceleration of the target vehicle V becomes large due to the slope of the road surface, the possibility that the traveling position of the target vehicle V is erroneously determined as the flooded point can be reduced. As a result, it is possible to improve the accuracy of determining whether or not the road surface on which the vehicle V travels is flooded.

Further, for example, when a gust is blowing at an intersection, acceleration (deceleration) due to the gust acts on the target vehicle V traveling toward the intersection. Therefore, depending on the wind speed of the gust, the difference between the actual acceleration and the theoretical acceleration of the target vehicle V may exceed a predetermined threshold value even though the traveling position of the target vehicle V is not submerged. In that case, it may be erroneously determined that the traveling position of the target vehicle V is submerged even though the difference is due to a gust.

On the other hand, as described above, when the road surface is flooded, the traveling resistance of the same reference numeral is generated in the vehicle V traveling in the flooded position regardless of the traveling direction of the vehicle V. Therefore, the sign of the running resistance of the target vehicle V traveling upwind at the intersection where the gust of wind is blowing is different from the sign of the running resistance of the comparative vehicle V traveling downwind at the intersection.

Therefore, in the present embodiment, when the sign of the running resistance of the target vehicle V and the sign of the running resistance of the comparison vehicle V whose traveling direction is different from that of the target vehicle V are the same, the determination unit 114 of the target vehicle V Judge that the running position is the flooded point. As a result, when the difference between the actual acceleration and the theoretical acceleration of the target vehicle V becomes large due to a strong gust, the possibility that the traveling position of the target vehicle V is erroneously determined as a flooded point can be reduced. As a result, it is possible to improve the accuracy of determining whether or not the road surface on which the vehicle V travels is flooded.

When the travel data acquired by the travel data acquisition unit 112 includes a drive torque control signal or the wheel speed of the vehicle V, the determination unit 114 determines the submerged point based on the drive torque control signal or the wheel speed. The slip occurrence frequency of the traveling vehicle V (hereinafter referred to as the slip occurrence frequency) is calculated.

Then, the determination unit 114 calculates the reliability of the determination of the flooded point based on the calculated slip occurrence frequency. This makes it possible to more accurately determine whether or not the traveling point of the vehicle V is flooded. In the present embodiment, the determination unit 114 increases the reliability of the determination of the flooded point as the calculated slip occurrence frequency increases.

Further, the determination unit 114 calculates the degree of flooding at the flooded point based on the magnitude of the traveling resistance generated in the vehicle V traveling at the flooded point. This makes it possible to more accurately determine whether or not the traveling point of the vehicle V is flooded. In the present embodiment, the determination unit 114 increases the degree of flooding at the flooded point as the running resistance generated by the vehicle V traveling at the flooded point increases.

For example, the road information providing device 2 stores the traveling resistance generated in the vehicle V and the degree of flooding (for example, the water depth at the flooding point) in association with each other. Then, the determination unit 114 calculates the degree of flooding stored in association with the running resistance generated in the vehicle V traveling at the flooded point as the degree of flooding at the flooded point.

In the present embodiment, the determination unit 114 calculates the degree of flooding at the flooded point based on the magnitude of the running resistance of the vehicle V, but the present invention is not limited to this, and the vehicle V traveling at the flooded point is not limited to this. It is also possible to calculate the degree of flooding based on the slip occurrence frequency of. For example, the determination unit 114 increases the degree of flooding as the frequency of slip occurrence of the vehicle V traveling at the flooded point increases.

Further, the determination unit 114 identifies a plurality of consecutive flooding points as a flooding area based on the positional relationship between the plurality of flooding points. This makes it possible to estimate the size of the flooded area.

For example, when the distance between the plurality of flooding points is equal to or less than a preset distance, the determination unit 114 determines that the flooding of the plurality of flooding points is continuous, and determines that the flooding points are continuous. Is specified as one submerged area. On the other hand, when the distance between the plurality of submerged points is longer than the preset distance, the determination unit 114 determines that the submergence of each of the plurality of submerged points is not continuous.

Further, the determination unit 114 determines whether or not the flooding at the plurality of flooding points is continuous based on not only the positional relationship between the plurality of flooding points but also the topographical information (for example, altitude and gradient) of the plurality of flooding points. It is also possible to judge.

Further, the determination unit 114 controls the transmission unit 111a to determine whether or not the traveling position of the vehicle V is the flooding point, the reliability of the determination of the flooding point based on the slip occurrence frequency at the flooding point, and the flooding. The calculation result of the degree of flooding at the point, the specific result of the flooded area, and the like are transmitted to the vehicle V and the road manager terminal RM as road surface flooding information.

In the present embodiment, an example in which a road surface submersion determination device is provided in an external device of the vehicle V (for example, the road information providing device 2) is described, but the vehicle V can acquire the traveling data of another vehicle V. If there is, it is also possible to provide a road surface submersion determination device in the vehicle V. Further, if the road manager terminal RM can acquire the traveling data of a plurality of vehicles V, it is also possible to provide a road surface submersion determination device in the road manager terminal RM.

FIG. 2 is a flowchart showing an example of a flow of a flooded point determination process in the road information providing device according to the present embodiment.

Next, an example of the flow of the flooded point determination process by the road information providing device 2 according to the present embodiment will be described with reference to FIG.

The travel data acquisition unit 112 acquires travel data of each vehicle V from the travel data storage unit 115 at a preset cycle (step S201).

The determination unit 113 calculates the difference between the actual acceleration and the theoretical acceleration for each vehicle V based on the travel data of each vehicle V acquired by the travel data acquisition unit 112 (step S202). Next, the determination unit 113 determines whether or not the difference calculated for each vehicle V is equal to or greater than a predetermined threshold value (step S203).

When it is determined that the calculated difference is less than the predetermined threshold value (step S203: No), the determination unit 114 determines that the traveling position of the vehicle V determined that the calculated difference is less than the predetermined threshold value is the flooding point. It is determined that this is not the case (step S204).

On the other hand, when it is determined that the calculated difference is equal to or greater than the predetermined threshold value (step S203: Yes), the determination unit 114 sets the vehicle V determined to have the calculated difference equal to or greater than the predetermined threshold value as the target vehicle V. decide. Further, the determination unit 114 selects the comparison vehicle V based on the travel data of each vehicle V.

Next, the determination unit 114 obtains the codes of the traveling resistances of the target vehicle V and the comparison vehicle V based on the driving torque and the actual acceleration indicated by the traveling data of the target vehicle V and the comparison vehicle V, respectively. Then, the determination unit 114 compares the sign of the running resistance of the target vehicle V with the sign of the running resistance of the comparison vehicle V (step S205), and compares the sign of the running resistance of the target vehicle V with the running resistance of the comparison vehicle V. It is determined whether or not the sign of the resistance is the same (step S206).

When the sign of the running resistance of the target vehicle V and the sign of the running resistance of the comparison vehicle V are different (step S206: No), the determination unit 114 determines that the running position of the target vehicle V is not a submerged point (step S206: No). Step S204). On the other hand, when the sign of the running resistance of the target vehicle V and the sign of the running resistance of the comparison vehicle V are the same (step S206: Yes), the determination unit 114 indicates that the running position of the target vehicle V is the flooding point. (Step S207).

FIG. 3 is a flowchart showing another example of the flow of the flooded point determination process in the road information providing device according to the present embodiment.

Next, with reference to FIG. 3, an example of the flow of the flooding point determination process including the calculation process of the degree of flooding by the road information providing device 2 according to the present embodiment will be described. In the following description, description of the same process as the process for determining the flooding point shown in FIG. 2 will be omitted.

When it is determined in step S207 that the traveling position of the target vehicle V is the submerged point, the determination unit 114 determines the drive torque control signal or the target indicated by the traveling data of the vehicle (for example, the target vehicle V) traveling at the submerged point. The slip occurrence frequency of the target vehicle V is calculated based on the wheel speed of the vehicle V (step S301).

Next, the determination unit 114 calculates the reliability of the determination result of the flooded point based on the slip occurrence frequency of the target vehicle V (step S302). In the present embodiment, the determination unit 114 increases the reliability of the determination result of the flooded position as the slip occurrence frequency of the target vehicle V increases.

In the present embodiment, the determination unit 114 calculates the reliability of the determination result of the flooded point based on the slip occurrence frequency of the target vehicle V, but it is based on the slip occurrence frequency of another vehicle V traveling at the flooded point. Based on this, it is also possible to calculate the reliability of the judgment result of the flooded point.

For example, the determination unit 114 is based on the slip occurrence frequencies of a plurality of vehicles V whose travel positions indicated by the travel data coincide with the flooded points (for example, the average, mode, and median slip occurrence frequencies of the plurality of vehicles V). (Based on), the reliability of the judgment result of the submerged point may be calculated.

As described above, according to the road information providing device 2 according to the present embodiment, when the difference between the actual acceleration and the theoretical acceleration of the vehicle V becomes large due to the slope of the road or a strong gust of wind, the difference becomes large. It is possible to reduce the probability that the cause is mistakenly determined to be submerged. As a result, it is possible to improve the accuracy of determining whether or not the road surface on which the vehicle V travels is flooded.

2 Road information providing device 101 Position information acquisition unit 102 Accelerometer acquisition unit 102a Accelerometer 103 Control unit 104, 111 Transmission / reception unit 104a, 111a Transmission unit 104b, 111b Reception unit 105 Operation unit 106 Information output unit 107 Drive torque acquisition unit 112 Travel data Acquisition unit 113 Judgment unit 114 Judgment unit 115 Travel data storage unit V Vehicle RM Road administrator terminal

Claims (5)

For each of the plurality of vehicles, a driving data acquisition unit that acquires the driving torque of the vehicle and the actual acceleration which is an effective acceleration acting on the vehicle, and
For each vehicle, a determination unit for determining whether or not the difference between the actual acceleration and the theoretical acceleration of the vehicle based on the drive torque is equal to or greater than a predetermined threshold value.
The sign of the running resistance of the first vehicle based on the driving torque and the actual acceleration of the first vehicle, which is the vehicle determined to have the difference equal to or higher than the predetermined threshold value, and the same running position as the first vehicle. However, when the driving torque of the second vehicle, which is a vehicle having a different traveling direction, and the sign of the traveling resistance of the second vehicle based on the actual acceleration are the same, the traveling position of the first vehicle is set to the submerged point. Judgment unit to judge
A road surface submersion determination device including. The travel data acquisition unit further acquires the control signal of the drive torque by the traction control system of the vehicle or the wheel speed of the vehicle.
The determination unit further calculates the slip occurrence frequency of the vehicle traveling at the flooded point based on the control signal or the wheel speed of the vehicle, and determines the flooded point based on the occurrence frequency. The road surface flood determination device according to claim 1, which calculates the reliability. The road surface flooding determination device according to claim 2, wherein the determination unit further calculates the degree of flooding at the flooding point according to the frequency of occurrence. The road surface flooding determination device according to claim 1, wherein the determination unit further calculates the degree of flooding at the flooding point based on the magnitude of the traveling resistance generated in the vehicle traveling at the flooding point. The road surface flooding determination device according to any one of claims 1 to 4, wherein the determination unit further specifies a plurality of consecutive flooding points as a flooding area based on the positional relationship between the plurality of flooding points.

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