JP6725855B2 - Road condition management program, road condition management device, and road condition management method - Google Patents

Description

The present invention relates to a road condition management program, a road condition management device, and a road condition management method.

Judgment of the time for repairing the road is made based on the result of measuring the road condition such as cracks of the road as an index showing the road condition. It takes a huge amount of time, labor, and cost to measure the road condition of all roads, which may be difficult to handle in some regions.

Therefore, a road state measurement method is proposed in which the flatness of the road is simply measured, a place where the result is poor is selected, and a large number of time and cost are required for the measurement of the road state. (For example, see Patent Document 1).

In order to more accurately judge the road condition, not only the flatness of the road but also a cavity under the road surface, an accessory installed on the road such as a manhole, operation information of the vehicle such as traffic volume, the road It is necessary to acquire and consider road condition information such as repair history or information below the road surface.
However, the road condition information is a unit for managing the road condition because the time, area, method, and storage place of the acquired information differ depending on the country, local public bodies, companies, and other organizations. The units are also different. For this reason, for the purpose of determining the time for repair work on the road, each document in which the information on the road condition or the information below the road surface is recorded and the data by electronic data are obtained and examined while comparing them. That is, it takes a lot of time and labor, and it is difficult to confirm each information in time series, and the accuracy of the determination becomes low. Further, there is a problem that only a person who has specialized knowledge about the road repair work can easily determine the time when the road repair work is to be performed.

JP, 2005-176540, A

In one aspect, the present invention has an object to provide a road condition management program capable of managing a plurality of road condition information or road surface information.

In one aspect, the road condition management program acquires first information and second information that are road condition information or road subsurface condition information, and the acquired first information. And a second conversion process for converting the second information into information corresponding to the same management unit set as a road management unit.

As one aspect, it is possible to provide a road condition management program capable of managing information about a plurality of road conditions or information below the road surface.

FIG. 1 is an explanatory diagram showing the configuration of a system including a road condition management apparatus according to an embodiment of the present invention. FIG. 2 is an explanatory diagram showing an example of the functional configuration of the road condition management device. FIG. 3 is a schematic diagram showing an example of setting a management unit on a road map. FIG. 4 is an explanatory diagram showing an example in which the management unit information generation unit allocates various information for each management unit. FIG. 5 is an explanatory diagram showing an example of the hardware configuration of the mobile terminal. FIG. 6 is an explanatory diagram showing an example of the functional configuration of the mobile terminal. FIG. 7 is an explanatory diagram showing an example of acceleration information stored in the acceleration information DB. FIG. 8 is an explanatory diagram showing an example of the hardware configuration of the road surface texture measuring device. FIG. 9 is an explanatory diagram showing an example of the functional configuration of the road surface texture measuring device. FIG. 10 is an explanatory diagram showing an example of the crack information stored in the crack information DB. FIG. 11 is an explanatory diagram showing an example of the under-the-road cavity information stored in the cavity information DB. FIG. 12 is an explanatory diagram illustrating an example of the hardware configuration of the operation monitoring device. FIG. 13 is an explanatory diagram illustrating an example of the functional configuration of the operation monitoring device. FIG. 14 is an explanatory diagram showing an example of operation information stored in the operation information DB. FIG. 15 is an explanatory diagram showing an example of the hardware configuration of the road condition management device. FIG. 16 is an explanatory diagram showing an example of the functional configuration of the road condition management device. FIG. 17 is an explanatory diagram showing an example of management unit information stored in the management unit DB. FIG. 18 is a schematic diagram showing an example of setting a management unit on a road map. FIG. 19 is an explanatory diagram showing an example of accessory information stored in the accessory information DB. FIG. 20 is an explanatory diagram showing an example of the repair history information stored in the repair history information DB. FIG. 21 is an explanatory diagram showing an example of a DII calculation method. FIG. 22 is an explanatory diagram showing an example of the measurement result DB. FIG. 23 is an explanatory diagram showing an example of a method of obtaining the position information of latitude and longitude from the position information of each predetermined distance unit. FIG. 24 is an explanatory diagram showing an example in which the management unit information generation unit allocates various types of information for each management unit. FIG. 25 is an explanatory diagram showing an example of correlation in road condition information or road surface information. FIG. 26 is a flowchart showing an example of a flow in which the display control unit performs control to display road condition information or road surface information for each management unit on the road of the road map. FIG. 27 is an explanatory diagram showing an example of a screen displaying information on road conditions or information below the road surface.

Hereinafter, one example of the present invention will be described, but the present invention is not limited to this example.
Note that the control performed by each unit of the control means in the “road condition management device” (hereinafter, also referred to as “road management platform”, “road condition management server”, etc.) of the present invention is the “road condition of the present invention”. Since it is synonymous with carrying out the "management method of", the details of the "road condition management method" of the present invention will be clarified through the description of the "road condition management device" of the present invention. Further, since the “road condition management program” of the present invention is realized as the “road condition management device” of the present invention by using a computer or the like as a hardware resource, the “road condition management” of the present invention is realized. The details of the “road condition management program” of the present invention will be clarified through the description of “apparatus”.
In the road condition management program of the present invention, the first information and the second information, which are road condition information or road subsurface information, are, for example, road flatness information and road crack information. Examples include, but are not limited to, cavity information under the road surface, accessory information installed on the road, vehicle operation information, road repair history information, and the like, but not limited to these. But it's okay.

(Road condition management device)
FIG. 1 is an explanatory diagram showing a configuration of a system including a road condition management apparatus 100 according to an embodiment of the present invention. A road condition management program is built in the road condition management device 100, and when the road condition management device 100 is executed, the road condition management method is executed.
The road condition management apparatus 100 collects data at different times, regions, and methods by different organizations and stores them in different places in order to easily and accurately determine the time of road repair work. This is a device capable of managing information about a plurality of road states or information below the road surface, which also has different management units as units for managing roads.

The road condition management device 100 builds the road management platform based on information of a management unit (hereinafter, referred to as “management unit information”) which is a unit for managing the road condition. That is, the flatness information of the road, the crack information of the road, the cavity information under the road surface of the road, the accessory information installed on the road, the operation information of the vehicle, the road as the information indicating the road condition. The repair history information, etc. are collected by different organizations at different times in different units and stored in different places. Therefore, in order to manage the information indicating these road conditions, the management of the road condition is required. It is necessary to allocate each management unit in the device 100. The management unit information generation unit 503 in the road information management apparatus 100 shown in FIG. 2 performs such information indicating the road condition, thereby managing various information indicating the road condition for each management unit. An integrated database can be created. Then, various information can be displayed on the road map based on the road management platform by building the road management platform by accumulating various information while updating the integrated database to be managed with the latest information. Like

In the present embodiment, as the first information and the second information, which are the information on the plurality of road states or the information on the road surface below the road, in the road state management device 100, the vertical acceleration of the traveling vehicle is used. "Flatness information" of the road calculated based on the information, "Crack information" of the road transmitted from the road surface texture measuring device 121, "Cavity information" under the road surface of the road, mounted on many vehicles such as trucks “Operation information” of the vehicle collected by the vehicle monitoring terminal and transmitted from the operation monitoring device 130, and “accessory information” installed on the road such as a manhole input from the road condition management device 100 and It is preferably at least one of “repair history information” of the road. The road condition management apparatus 100 allocates the road condition information or the road surface information of the road for each management unit, and constructs the road management platform.

Information indicating the road condition, that is, flatness information of the road, crack information of the road, cavity information under the road surface of the road, accessory information installed on the road, operation information of the vehicle, of the road As shown in FIG. 1, the repair history information and the like may be transmitted from the mobile terminal 111 or the like to the road condition management apparatus 100 via the network 140. It may be input from the input/output unit. In the present embodiment, the road flatness information is the mobile terminal 111 mounted on the patrol vehicle 110, the “crack information” and the “cavity information” are the road surface texture measuring device 121 mounted on the road surface texture measuring vehicle 120, and the “operation information”. Is an operation monitoring device 130, and "accessory information" and "repair history information" are input by a road administrator or the like.
In the present embodiment, information indicating six types of road conditions, that is, the flatness information of the road, the crack information of the road, the cavity information under the road surface of the road, the accessory information installed on the road, Although the example of using the operation information of the vehicle and the repair history information of the road has been described, the present invention is not limited to this.

Here, the management unit is a unit for managing the road condition, and is expressed in a rectangle on the road of the road map as shown in FIG. 3, and the two opposite vertices (start point and end point) of the rectangle are represented. It is defined by setting the latitude and longitude position information. As a result, the road condition can be displayed for each management unit corresponding to the road in the road map, and the road condition can be grasped at a glance.
The range of the rectangle is not particularly limited and can be appropriately selected according to the purpose. For example, if the construction ordering unit is 100 m, the length of the long side of the range of the rectangle is unified to 100 m. The distance may be set, or the distance mark (km post) may be set as a reference. When there are vertical lines on the road, it is preferable to set the management unit by dividing the management unit by the vertical lines.

Next, an outline of the road condition management apparatus 100 that processes the road condition information or the road surface information of the road will be described.

FIG. 2 is an explanatory diagram showing an example of the functional configuration of the road condition management apparatus 100. The road condition management device 100 includes a control unit 500, a storage unit 530, an input/output unit 540, and a communication unit 550.

Next, the control means 500 that processes various kinds of input road condition information or received various kinds of road condition information will be described.

<<Control means>>
The control unit 500 includes a calculation unit 501, a conversion unit 502, a management unit information generation unit 503, a reliability evaluation unit 504, and a display control unit 505.
Next, of the respective units of the control means 500, the management unit information generation unit 503, which allocates various kinds of road state information for each management unit, will be described.

-Management unit information generation unit-
The management unit information generation unit 503 acquires the first information and the second information, which are the information on the road condition or the information on the road surface condition of the road, and the acquired first information and the second information. Is converted into information corresponding to the same management unit set as the road management unit. In other words, the information indicating the road condition such as the road flatness information, the road crack information, or the road surface information of the road is often collected in a unit different from the management unit. In this case, the management unit information generation unit 503 acquires the first information and the second information associated with position information different from the management unit, and allocates the management unit for each management unit. Processing for generating information for each management unit is performed.
Further, the management unit information generation unit 503 receives a designation of a road, divides the designated road into units designated as a management unit of the road, and obtains a plurality of road sections obtained by dividing the road state or roads. A process of requesting input of under-the-road information and storing the input road condition information or the under-road condition information of the road in a storage means in association with a corresponding road section of the plurality of road sections I do. In this case, the management unit for inputting information may be set in advance or may be set each time, and the request for inputting information is an input request for a predetermined screen. It may be an input request to Excel data or the like, and a free format can be adopted according to the purpose.
In the following, when the information indicating the road condition such as the road flatness information and the road crack information is collected in a unit different from the management unit, the information indicating the road condition or A process in which the management unit information generation unit 503 allocates information representing these road states for each management unit, that is, the acquired first information, based on the position information associated with the information below the road surface of the road. A case will be described in which conversion processing is performed to convert the second information into information corresponding to the same management unit set as the road management unit. In this case, the management unit information generation unit 503 converts the information indicating the various road conditions, which are converted into the position information of latitude and longitude by the conversion unit 502 and the position information is matched, to the “start point and end point” of latitude and longitude. Allocation is made for each of the management units defined in.

FIG. 4 is an explanatory diagram showing an example in which the management unit information generation unit 503 allocates information indicating various road states for each management unit. The lower part of FIG. 4 represents the management unit in the road condition management apparatus 100 according to the present embodiment. The middle part of FIG. 4 shows the crack information of the road collected in units of roads every 100 m, which is different from the management unit. The upper part of FIG. 4 shows the operation information of the vehicle in units such as a range from intersection to intersection. As is clear from FIG. 4, the crack information of the road in the middle tier and the operation information of the vehicle in the upper tier are in units different from the management unit in the road condition management apparatus 100 according to the present embodiment. Exist as information. Therefore, as shown in FIG. 2, after the conversion unit 502 converts the position information into the position information of latitude and longitude, the management unit information generation unit 503 causes each management unit to be based on the position information of latitude and longitude. The information can be assigned to

In this way, information about a plurality of road conditions or road surface information that is collected by different organizations at different times, regions, and methods, stored in different places, and has different management units that manage the road conditions Information of the road condition or information of a plurality of road conditions associated with different position information, or information below the road surface of the road, by allocating each of the management units. You can manage the information under the road.

Here, the management unit information generation unit 503 allocates for each management unit, the information indicating the road condition, the flatness information of the road, the crack information of the road, the cavity information below the road surface of the road, There are accessory information installed on the road, operation information of the vehicle, repair history information of the road, and the like, and how these pieces of information are obtained will be described.
The road flatness information is obtained by a mobile terminal 111 or the like mounted on the patrol vehicle 110, and the road crack information and the subsurface cavity information of the road are obtained by a road surface texture measuring device mounted on the road surface texture measuring vehicle 120. The operation information of the vehicle is collected by the operation monitoring device 130 and the like. These will also be described below.

<Patrol vehicle>
The patrol vehicle 110 is a vehicle for patroling road conditions, and travels on all roads including the road that is the target of patrol on a daily basis. The mobile terminal 111 mounted on the patrol vehicle 110 uses three-axis (vertical, left-right, front-back) acceleration for the purpose of capturing vibrations of the patrol vehicle 110 caused by deterioration of the road surface such as road dents, ruts, and cracks. To measure.
The mobile terminal 111 acquires position information of latitude and longitude in synchronization with the measurement of the acceleration, and transmits the position information and the measured value of the acceleration in association with each other to the road state management device 100.
Therefore, in the present embodiment, the measurement value of the acceleration obtained by the mobile terminal 111 mounted on the patrol vehicle 110 is acquired in association with the position information of latitude and longitude.
Examples of the mobile terminal 111 include smart devices such as smartphones and tablets having an acceleration sensor unit and a GPS (Global Positioning System) unit.
In addition, in the present embodiment, the measurement value of the acceleration and the position information of the latitude and the longitude are acquired by the mobile terminal 111 mounted on the patrol vehicle 110, but the present invention is not limited to this, and the vehicle travels on the road and Any device can be used as long as it can acquire measured values of acceleration and position information of latitude and longitude.

<Road condition measurement vehicle>
The road surface property measurement vehicle 120 is a vehicle for measuring the cracks on the road and the road condition of the hollow under the road surface of the road, and travels on the road to be inspected once every several years.
The road surface property measuring device 121 mounted on the road surface property measuring vehicle 120 acquires crack information by performing image processing on a road surface image taken by using a digital video camera or the like by dividing the road surface image into 100 m intervals. In addition, the road surface property measuring device 121 acquires the cavity information under the road surface of the road by searching the under road surface and performing image processing on the obtained search image by dividing the search image into 100 m intervals. The road surface property measuring device 121 acquires position information of latitude and longitude at a start point and an end point of a road divided every 100 m, and manages the road state in association with the crack information of the road and the cavity information under the road surface of the road. Send to the device 100.
Therefore, in the present embodiment, the crack information of the road and the cavity information under the road of the road obtained by the road surface property measuring vehicle 120 are managed every 100 m.

In addition, in the present embodiment, the road surface property measurement vehicle 120 acquires the crack information of the road and the cavity information of the road below the road. However, the present invention is not limited to this, and the cavity information of the road below the road is obtained. It may be acquired separately by a vehicle equipped with a microwave exploration device. Further, although the crack information of the road and the cavity information of the road below the road surface are managed every 100 m, the present invention is not limited to this and may be managed by different distances or indexes.

<Operation monitoring device>
The operation monitoring device 130 is a device that collects the operation information of a large number of vehicles such as trucks equipped with a vehicle monitoring terminal every day and monitors the operation state of each vehicle. The operation monitoring device 130 receives the probe information transmitted from the vehicle equipped with the digital tachograph for each range from the intersection to the intersection. The probe information includes information such as the speed and acceleration of the vehicle, and the operation monitoring device 130, based on the probe information received from the vehicle monitoring terminal, calculates the average speed, the number of times of sudden braking, and the like. Operation information is generated, and the operation information is stored in the operation information database 431 for each range from intersection to intersection. Hereinafter, the database may be referred to as “DB”.
Therefore, in the present embodiment, the operation information DB 431 included in the operation monitoring device 130 manages the operation information for each range from the intersection to the intersection.
Information indicating the range from the intersection to the intersection may be referred to as "link information".

Next, details of the road state management system of the present embodiment will be described.

<<Hardware configuration of mobile terminal>>
FIG. 5 is an explanatory diagram showing an example of the hardware configuration of the mobile terminal 111. As shown in FIG. 5, the mobile terminal 111 includes a control unit 200, an acceleration sensor unit 210, a GPS unit 220, a storage unit 230, and a communication unit 240.

The acceleration sensor unit 210 measures acceleration based on an instruction from the control unit 200.
The acceleration sensor unit 210 is not particularly limited as long as it can measure vertical acceleration, and can be appropriately selected according to the purpose, but one that can measure triaxial acceleration is preferable. When the acceleration sensor unit 210 can measure triaxial acceleration, it is possible to obtain a variation in the measured values of the longitudinal acceleration and the lateral acceleration from the measured values of the longitudinal and lateral accelerations. Then, the measured value of the vertical acceleration corrected using the variation can be brought close to the measured value of the vertical acceleration that captures only the vibration caused by the deterioration of the road surface.

The GPS unit 220 acquires the position information of the latitude and longitude of the mobile terminal 111 based on the instruction of the control means 200.
The storage unit 230 stores the acceleration information acquired by the acceleration sensor unit 210 and the GPS unit 220 based on the instruction of the control unit 200.
The communication unit 240 transmits the acceleration information stored in the storage unit 230 to the road state management device 100 based on the instruction of the control unit 200.

The control unit 200 executes various programs stored in the storage unit 230 and controls the entire mobile terminal 111. Examples of the control unit 200 include a CPU (Central Processing Unit) and the like.

<< Functional configuration of mobile terminal >>
FIG. 6 is an explanatory diagram showing an example of the functional configuration of the mobile terminal 111. As shown in FIG. 6, the mobile terminal 111 includes a control unit 200, a storage unit 230, and a communication unit 240.

The control unit 200 includes an acceleration acquisition unit 201, a position information acquisition unit 202, and a storage control unit 203.

The acceleration acquisition unit 201 and the position information acquisition unit 202 cause the acceleration sensor unit 210 to measure triaxial acceleration and cause the GPS unit 220 to acquire position information of latitude and longitude while synchronizing in a predetermined cycle.
The storage control unit 203 stores the acceleration information DB231 of the storage means 230 in association with the acceleration information in which the measurement values of the triaxial acceleration, the position information of the latitude and the longitude acquired in synchronization with the measurement of the acceleration, and the acquired date are associated with each other. Memorize.

The communication unit 240 transmits the acceleration information stored in the acceleration information DB 231 to the road condition management device 100 based on the instruction of the control unit 200.

FIG. 7 is an explanatory diagram showing an example of acceleration information stored in the acceleration information DB. As shown in FIG. 7, the acceleration information stored in the acceleration information DB 231 includes items of “acquisition date, latitude position information, longitude position information, vertical acceleration, longitudinal acceleration, lateral acceleration”.

The “acquisition date” is the date on which the patrol vehicle 110 equipped with the mobile terminal 111 is patrolled and the acceleration information is acquired by the acceleration sensor unit 210 and the GPS unit 220.
The “latitude position information” and the “longitude position information” are the latitude and longitude position information acquired by the GPS unit 220.
The “vertical acceleration” is a measurement value of acceleration in the vertical direction measured by the acceleration sensor unit 210.
The “front-back acceleration” is a measurement value of the acceleration in the traveling direction of the patrol vehicle 110 measured by the acceleration sensor unit 210.
The “lateral acceleration” is a measured value of acceleration measured by the acceleration sensor unit 210 in a direction orthogonal to the traveling direction of the patrol vehicle 110.

<<Hardware Configuration of Road Surface Condition Measuring Device>>
FIG. 8 is an explanatory diagram showing an example of the hardware configuration of the road surface texture measuring device 121. As shown in FIG. 8, the road surface property measuring device 121 includes a control unit 300, a road surface photographing unit 310, a cavity exploration unit 320, a GPS unit 330, a storage unit 340, and a communication unit 350.
The control unit 300, the GPS unit 330, the storage unit 340, and the communication unit 350 are the same as the control unit 200, the GPS unit 220, the storage unit 230, and the communication unit 240 of the mobile terminal 111 shown in FIG. , The description is omitted.

The road surface photographing unit 310 photographs the road surface image by using a digital video camera or the like based on an instruction from the control means 300.
The cavity exploration unit 320 captures an exploration image under the road surface using microwaves or the like based on an instruction from the control unit 300.

<<Functional configuration of road surface texture measuring device>>
FIG. 9 is an explanatory diagram showing an example of the functional configuration of the road surface texture measuring device 121. As shown in FIG. 9, the road surface property measuring device 121 includes a control unit 300, a storage unit 340, and a communication unit 350.

The control unit 300 includes a crack analysis unit 301, a cavity analysis unit 302, a position information acquisition unit 303, and a storage control unit 304.

The crack analysis unit 301 image-analyzes the road surface image taken by the road surface photographing unit 310, and obtains information on the presence/absence of cracks, the crack rate, the presence/absence of cracks in turtle shells, and the crack rate of turtle shells.
The cavity analysis unit 302 image-analyzes the exploration image captured by the cavity exploration unit 320 to obtain information on the presence or absence of a cavity, the maximum diameter of the cavity, the maximum depth of the cavity, and the number of cavities.
The position information acquisition unit 303 acquires position information of latitude and longitude at the start point and the end point of the road divided by the GPS unit 330 every 100 m.

The storage control unit 304 associates the information obtained by the image analysis by the crack analysis unit 301 with the latitude and longitude position information at the start point and the end point of the road divided every 100 m, and the shooting date and the analyzed date. The crack information is stored in the crack information DB 341 of the storage unit 340.
Further, the storage control unit 304, like the crack information of the road, the position information of the latitude and longitude at the start point and the end point of the road divided into 100 m intervals, in addition to the information obtained by the cavity analysis unit 302 by image analysis, The cavity information under the road surface of the road in which the photographed date and the analyzed date are associated with each other is stored in the cavity information DB 342 of the storage unit 340.

The communication unit 350 transmits the acceleration information stored in the crack information DB 341 to the road condition management device 100 based on the instruction of the control unit 300. Based on an instruction from the control unit 300, the communication unit 350 transmits the under-the-surface cavity information of the road stored in the cavity information DB 342 to the road state management device 100.

FIG. 10 is an explanatory diagram showing an example of the crack information stored in the crack information DB. As shown in FIG. 10, the crack information of the road stored in the crack information DB is “imaging date, analysis date, position information of latitude, position information of longitude, presence/absence of crack, crack ratio, presence/absence of crack of turtle shell, crack of turtle shell” Includes "rate" item.

The “photographing date” is the date on which the road surface image is photographed by the road surface photographing unit 310.
The “analysis date” is the date when the crack analysis unit 301 image-processes and analyzes the road surface image.
The “latitude position information” and the “longitude position information” are the latitude and longitude position information at the start point and the end point of the road divided every 100 m.
The “presence or absence of crack” is whether or not a crack exists on the road surface as a result of image processing of the road surface image by the crack analysis unit 301, and “1” when it exists and “0” when it does not exist. Is entered.
The “crack ratio” is a value obtained from the result of image processing of the road surface image by the crack analysis unit 301 according to the conventionally used standard of MCI (Maintenance Control Index).
The “presence of turtle cracks” is whether or not turtle cracks are present on the road surface as a result of image processing of the road surface image by the crack analysis unit 301. “1” if they exist, “0” if they do not exist. Is input. In addition, the hexagonal cracks mean cracks that are closed in a hexagonal shape due to the development of linear cracks that are initially generated and are joined to each other.
The "turtle shell crack ratio" is a value obtained by limiting the MCI standard to the shell crack, from the result of image processing of the road surface image by the crack analysis unit 301.

FIG. 11 is an explanatory diagram showing an example of the cavity information under the road surface of the road stored in the cavity information DB. As shown in FIG. 11, the subsurface cavity information of the road stored in the cavity information DB 342 is “imaging date, analysis date, latitude position information, longitude position information, presence/absence of cavity, maximum diameter of cavity, cavity Maximum depth, number of cavities" is included.

The “imaging date” is the date when the exploration image is captured by the cavity exploration unit 320.
The “analysis date” is the date when the cavity analysis unit 302 image-processed and analyzed the search image.
The “latitude position information” and the “longitude position information” are the latitude and longitude position information at the start point and the end point of the road, which are obtained by the GPS unit 330 and are separated by 100 m.
“Cavity presence/absence” is whether or not there is a cavity on the road surface as a result of image processing of the exploration image by the cavity analysis unit 302. “1” when it exists, “0” when it does not exist. Is entered.
“Maximum diameter of cavity”, “maximum depth of cavity”, and “number of cavities” are values obtained from the result of image processing of the search image by the cavity analysis unit 302.

<<Hardware configuration of operation monitoring device>>
FIG. 12 is an explanatory diagram showing an example of the hardware configuration of the operation monitoring device 130. As illustrated in FIG. 12, the operation monitoring device 130 includes a control unit 400, a ROM (Read Only Memory) 410, a RAM (Random Access Memory) 420, a storage unit 430, an input/output unit 440, and a communication unit 450. Have and. Note that the respective means of the operation monitoring device 130 are communicatively connected via a bus 460.

The ROM 410 stores various programs, data, and the like necessary for the control unit 400 to execute the various programs stored in the storage unit 430. Specifically, a boot program such as BIOS (Basic Input/Output System) or EFI (Extensible Firmware Interface) is stored.

The RAM 420 is a main storage device, and functions as a work area that is expanded when various programs stored in the storage unit 430 are executed by the control unit 400. Examples of the RAM 420 include DRAM (Dynamic Random Access Memory) and SRAM (Static Random Access Memory).

The storage unit 430 has an operation information DB 431, and stores various programs installed in the operation monitoring device 130, data generated by executing the programs, and the like based on an instruction from the control unit 400.

The input/output unit 440 receives various instructions to the operation monitoring device 130. The input/output unit 440 also displays the internal state of the operation monitoring device 130.

The communication unit 450 wirelessly receives the operation information from the operation monitoring terminal mounted on each truck based on the instruction of the control unit 400. Further, the communication unit 450 transmits the operation information to the road condition management apparatus 100 via the network 140 based on the instruction of the control unit 400.

The control unit 400 executes various programs stored in the storage unit 430 and controls the entire operation monitoring device 130.
Examples of the control unit 400 include a CPU and the like.

<<Functional configuration of operation monitoring device>>
FIG. 13 is an explanatory diagram showing an example of the functional configuration of the operation monitoring device 130. As shown in FIG. 13, the operation monitoring device 130 includes a control unit 400, a storage unit 430, and a communication unit 450.

The communication unit 450 receives operation information from the vehicle monitoring terminal mounted on each vehicle. The control unit 400 stores the operation information received by the communication unit 450 in the operation information DB 431 included in the storage unit 430.
The operation information is information in which the link information is associated as position information, including items such as a travel history of each vehicle in each range indicated by the link information, an average speed, and the number of times of sudden braking.

FIG. 14 is an explanatory diagram showing an example of operation information stored in the operation information DB 431. As illustrated in FIG. 14, the operation monitoring device 130 acquires “operation period, link information, traffic volume, average speed, number of sudden braking” in association with each other as the operation information. It is preferable that the operation information is acquired by being divided according to vehicle type classifications from oversized vehicles to small vehicles. In FIG. 14, the operation information of an oversized vehicle is shown as an example.

In the "measurement period", the "start date" is the date when the measurement was started, and the "end date" is the date when the measurement was ended.
The “link information” is information indicating a range from the intersection to the intersection, and is position information (latitude and longitude) of two opposite vertices in a range indicated by a rectangle on the road map.
The “traffic volume” is the number of vehicles that have passed through the range indicated by the link information during the measurement period.
The “average speed” is the average speed of the vehicle that has passed through the range indicated by the link information during the measurement period.
The “number of times of sudden braking” is the number of times of sudden braking during the measurement period within the range indicated by the link information.

<Hardware configuration of road condition management device>
FIG. 15 is an explanatory diagram illustrating an example of the hardware configuration of the road condition management apparatus 100. As shown in FIG. 15, the road condition management apparatus 100 includes a control unit 500, a ROM 510, a RAM 520, a storage unit 530, an input/output unit 540, and a communication unit 550. The respective units of the road condition management apparatus 100 are communicably connected via a bus 560.

The ROM 510 stores various programs and data necessary for the control unit 500 to execute the various programs stored in the storage unit 530.
The RAM 520 is a main storage device, and functions as a work area that is expanded when the various programs stored in the storage unit 530 are executed by the control unit 500. Examples of the RAM 520 include DRAM and SRAM.
The storage unit 530 stores various programs installed in the road condition management apparatus 100, data generated by executing the programs, and the like based on an instruction from the control unit 500.

The input/output unit 540 receives various instructions to the road condition management apparatus 100. The input/output unit 540 also displays the internal state of the road condition management apparatus 100.

The communication unit 550 receives various kinds of information from the mobile terminal 111, the road surface property measuring device 121, the operation monitoring device 130, and the road condition management device 100 based on the instruction of the control unit 500.
In this embodiment, the communication unit 450 receives various information based on the instruction of the control unit 500, but may output an instruction to transmit various information from each unit via the network 140.

The control unit 500 executes various programs stored in the storage unit 530 and controls the entire road condition management apparatus 100. The control means 500 may be, for example, a CPU.

<Functional configuration of road condition management device>
FIG. 16 is an explanatory diagram showing an example of the functional configuration of the road condition management apparatus 100. As shown in FIG. 16, the road condition management apparatus 100 includes a control unit 500, a storage unit 530, an input/output unit 540, and a communication unit 550.
The storage unit 530 has a management unit DB 531, a management unit information generation result DB 532, a measurement result DB 533, a conversion result DB 534, a reliability evaluation result DB 535, an accessory information DB 536, and a repair history information DB 537. .. The information to be stored in each DB will be described while describing each means in the road condition management device 100.

<<I/O means>>
The input/output unit 540 can input various kinds of information. In the present embodiment, the input/output unit 540 inputs the management unit information, the accessory information installed on the road, and the repair history information of the road.

FIG. 17 is an explanatory diagram showing an example of management unit information stored in the management unit DB. As illustrated in FIG. 17, the management unit DB 531 stores “road administrator identification ID, route number, position information of latitude and longitude of two opposite vertices” in association with each other as the management unit information.

The “road manager identification ID” is an identifier that identifies a road manager. Examples of the road manager include road managers of national road offices and prefectures.
The “route number” is an identifier that uniquely identifies a road.
“Position information of latitude and longitude of two opposite vertices” defines the range of the management unit by setting “start point” and “end point”. As the setting of the latitude and longitude position information of the two opposite vertices, the “start point” is position information indicating the start position of the management unit, and is specified by the latitude and longitude. The “end point” is position information indicating the end position of the management unit, and is specified by latitude and longitude.

By setting the management unit information in this way, the management unit on the road identified by the "route number=M2" of the "road administrator identification ID=M1" in FIG. 17 is as shown in FIG. It is a rectangular range of a start point (latitude M3, longitude M4) and an end point (latitude M5, longitude M6).

The management unit information is preferably set based on road map information.

FIG. 19 is an explanatory diagram showing an example of accessory information stored in the accessory information DB. As shown in FIG. 19, the accessory information DB 536 corresponds to "accessory number, installation date, installer code, accessory name, accessory type code, accessory attribute" as accessory information installed on the road. Attach and memorize.

The “accessory number” is a serial number of an accessory installed on the road related to the management unit.
“Installation date” is the date when the accessory is installed.
The “installer code” is an identifier of the person who installed the accessory.
The “accessory name” is the name of the aforementioned accessory such as a manhole.
The “code for each accessory type” is an identifier for identifying the type of the accessory.
The “attachment attribute” is the length, size, or the like of the attachment.

FIG. 20 is an explanatory diagram showing an example of the repair history information stored in the repair history information DB. As shown in FIG. 20, the repair history information DB 537 associates “repair completion date, repair target code, construction method type code, construction trustee code, used material code, used material maker code” in association with each other as the repair history information. Remember.

The “repair completion date” is the date when the repair of the road is completed.
The “repair target code” is an identifier of the repaired layer.
The “implemented construction method type code” is an identifier of the type of construction method that has been repaired.
The “construction consignee code” is an identifier of the person who consigns the construction.
The “used material code” is an identifier of the material used for repair.
The “used material manufacturer code” is an identifier of the material manufacturer used for the repair.

<<Communication means>>
The communication unit 550 receives the acceleration information from the mobile terminal 111, the road surface property measuring device 121, and the operation monitoring device 130 based on the instruction of the control unit 500, the crack information of the road, the cavity information below the road surface of the road, and the Receive operating information.
At the time of receiving this information, at least the fact that it is a correct information creator and that the information has not been tampered with by using publicly known digital signature technology etc. when receiving it in order to identify the source. It is preferable to confirm either of them, and it is more preferable to manage the information transfer deadline and not accept the information after the predetermined deadline.
Note that the communication unit 550 may receive these pieces of information at any time, and the user or the like may manually collect the information from the mobile terminal 111, the road surface property measuring device 121, and the operation monitoring device 130.

<<Control means>>
The control unit 500 includes a calculation unit 501, a conversion unit 502, a management unit information generation unit 503, a reliability evaluation unit 504, and a display control unit 505. The control means 500 may be, for example, a processor such as a CPU, and executes the processing of the entire road condition management apparatus 100. A processor that executes software is hardware.

-Calculator-
The calculation unit 501 calculates the flatness information of the road based on the acceleration information acquired by the mobile terminal 111. The calculation unit 501 stores the calculated road flatness information in the management unit information generation result DB 532 for each management unit.

The road flatness information is calculated based on the acceleration information measured daily by the mobile terminal 111 mounted on the patrol vehicle 110, and is not particularly limited as long as it is information that indexes road flatness. The MCI, IRI (International Roughness Index), DII (Determination Information Index) (registered trademark, FUJITSU LIMITED) and the like can be appropriately selected depending on the purpose.
In this embodiment, the calculation unit 501 calculates the DII as the road flatness information.

--DII--
The DII is based on the idea that when the acceleration is measured by the triaxial acceleration sensor of the mobile terminal 111, the patrol vehicle 110 is greatly shaken and the road surface property is deteriorated at a point where the vertical acceleration changes greatly. It is calculated.

In the method of calculating the DII, first, a point where the variation in the vertical acceleration measurement value is large is extracted. Next, referring to the front and rear and left and right accelerations at the extracted points, the change in speed and the change due to the curve are corrected, and the change in the measured value of the vertical acceleration is scored. Then, since the acceleration is simply measured, in order to ensure reliability as information, the score average for each management unit is obtained from the scores obtained by measuring the acceleration a plurality of times, and the DII is calculated.

FIG. 21 is an explanatory diagram showing an example of a DII calculation method. FIG. 20 shows the measurement results from the first time to the N-th time regarding the fluctuations in vertical acceleration in the management units 1 to 5, and the positions of the square symbols surrounded by the dotted lines represent the points where the fluctuations in acceleration are large. There is. Further, the shading of the symbol represents the fluctuation level of the acceleration, and is scored according to the fluctuation level.
The DII is obtained by scoring the first to N-th measurement results for each management unit and calculating the average. For this reason, the DII becomes large in the management unit in which there are many symbols having large acceleration fluctuation levels.
In this embodiment, the calculation unit 501 stores the calculated DII in the management unit allocation result DB 532 for each management unit.

-Converter-
The conversion unit 502 converts position information different from the management unit into position information of latitude and longitude. Specifically, the conversion unit 502 receives information managed by position information having a definition different from that of the management unit, stores the information in the measurement result DB 533 as shown in FIG. 22, and stores information other than the latitude and longitude position information. The information associated with the position information is converted into position information of latitude and longitude and stored in the conversion result DB 534. For example, the conversion unit 502 stores the operation information stored in the conversion result DB 534 after converting the link information into the position information of latitude and longitude for the operation information stored in the operation information DB 431, since the position information is the link information. Let
Note that the conversion unit 502 stores the information for each management unit in the conversion result DB 534 as it is without storing it in the measurement result DB 533 and then converting the latitude and longitude into position information.

More specifically, the conversion unit 502 converts position information other than the position information of latitude and longitude into position information of latitude and longitude, divides or combines the measurement results associated with the position information, and outputs the latitude and longitude. It is converted into information associated with the position information of. For example, the conversion unit 502 specifies the position information of the latitude and longitude of the center between the intersections specified by the link information, and converts the specified position information of the latitude and longitude.

The conversion unit 502 is not the link information but a rather long distance unit, and for example, when converting the crack information of the road every 100 m measured by the road surface texture measuring device 121, the start point and the end point in the management unit information. Based on the position information of latitude and longitude, the data is divided into arbitrary lengths and stored as the position information of the latitude and longitude.

FIG. 23 is an explanatory diagram showing an example of a method of obtaining the position information of latitude and longitude from the position information of each predetermined distance unit. As shown in FIG. 23, when the position information is managed by the coordinates (latitude and longitude) from the start point (x1, y1) to the end point (x2, y2), the conversion unit 502 determines the start point and the end point on the latitude. The distance is divided for each latitude xd, and the measurement result from the start point to the end point is also divided by the number of divisions by latitude. FIG. 22 is an example in which the distance is divided into 11 pieces. For example, when the position information (x, y) of (a) in FIG. 23 is obtained, (x1+xd×3, y1+(y2-y1)/10 X3). Further, when the distance is divided into 11 by the latitude xd, the conversion unit 502 also divides the measurement result into 11, and associates the position information of each latitude and longitude obtained by the division with the divided measurement result. Converted into information.

For example, if it is the cumulative number such as the number of sudden braking, it can be simply divided, but if it is an image or the like, it cannot be divided. In this case, the image captured at the position coordinates is associated with each of the divided position information (position information of latitude and longitude). For example, in FIG. 23, each of the 11 pieces of divided position information (latitude and longitude position information) is associated with an image captured from the start point to the end point.

-Management unit information generation unit-
Returning to FIG. 2, the management unit information generation unit 503 allocates information on a plurality of road states associated with position information different from the management unit for each management unit. Specifically, the management unit information generation unit 503 defines various information obtained by converting the position information of latitude and longitude by the conversion unit 502 and matching the position information with “start point and end point” of latitude and longitude. It is allocated for each management unit and stored in the management unit information generation result DB 532.

FIG. 24 is an explanatory diagram showing an example in which the management unit information generation unit 503 allocates various information for each management unit. As shown in FIG. 24, the management unit information generation unit 503 may be information having position information for each link range in the range from an intersection to an intersection, or information having position information for each 100 m, Since the position information is converted into the latitude and longitude position information by the conversion unit 502, the information can be allocated for each management unit based on the latitude and longitude position information.

Thus, even when the information of a plurality of road states or the information below the road surface of a road managed by the position information of a definition different from the management unit is received, the information of the plurality of road conditions or the road surface of the road By allocating the following information to each of the management units, even if the information of a plurality of road conditions or the information of the road below the road is associated with different position information, the information of the road condition or the information below the road Can manage information.

-Reliability Evaluation Department-
The reliability evaluation unit 504 evaluates the reliability of other information based on one piece of information that is correlated with each other among pieces of information on a plurality of road conditions or pieces of information below the road surface of the road.

FIG. 25 is an explanatory diagram showing an example of correlation in road condition information or road surface information. As shown in FIG. 25, the crack information of the road has a correlation with the flatness information of the road, the accessory information installed on the road, and the repair history information of the road. The cavity information under the road surface of the road has a correlation with the repair history information of the road. The specific correlation of each information will be described below.

The correlation between the road crack information and the road flatness information will be described.
Since the crack progresses, when the acceleration information is newly obtained and the DII is calculated, it is considered that something has changed if the latest DII is smaller than the immediately preceding value of the DII. At this time, by issuing an alarm such as issuing an instruction to confirm the repair history information of the road, it is possible to prevent the reliability of the crack information of the road from being lowered.

The correlation between the crack information on the road and the accessory information installed on the road will be described.
When a manhole is newly installed and the accessory information installed on the road is updated, the cracks on the road surface may be repaired, which may reduce the reliability of the crack information on the road. is there. For this reason, a process of storing the crack information of the road after the date when a manhole or the like is newly installed in the reliability evaluation result DB 535 based on the approval of the road administrator is performed, and information having low reliability is not used. It is preferable.

The correlation between the crack information of the road and the repair history information of the road will be described.
When the crack is repaired, if the crack information of the road before the repair date is included, the condition of the crack is evaluated as bad even though it is repaired, and the reliability of the crack information of the road decreases. I will end up. Therefore, referring to the repair history information of the road, a process of storing the crack information of the road after the repair date in the reliability evaluation result DB 535 based on the approval of the road manager is performed, and the information of low reliability is stored. It is preferable not to use.

The correlation between the subsurface cavity information of the road and the repair history information of the road will be described.
Regarding the cavity information under the road surface of the road, when the roadbed is repaired and the repair history information of the road is updated, the cavity existing in the roadbed may be repaired. There is a case where the sex is deteriorated. Therefore, the cavity information under the road surface after the date and time when a manhole or the like is newly installed is stored in the reliability evaluation result DB 535 based on the approval of the road administrator, and the information with low reliability is used. It is preferable not to do so.

Although the low-reliability information is not used, the low-reliability information stored in each DB of the storage unit 530 may be deleted and the low-reliability information may not be displayed. Of course, the degree of reliability of information may be displayed. Further, it may be possible to show the reason why the data is improved. In addition, when the information with low reliability is deleted, a warning requesting new information may be issued to the road administrator or the like, and the crack information or the like may be updated in the road management platform at any time.

Thus, whether or not the flatness information of the road has changed significantly before and after the latest acquisition date and time of the road crack information, and/or after the latest acquisition date and time of the road crack information. , It is determined whether at least one of the accessory information installed on the road and the repair history information of the road has been acquired, and the reliability of the latest crack information of the road is evaluated to obtain the latest road. When the reliability of the crack information of the road is evaluated as low, the crack information of the road acquired before the latest acquisition date of at least one of the accessory information installed on the road and the repair history information of the road is used. By not doing so, the reliability of the information for managing the road condition can be improved.

In addition, after the latest date and time of acquisition of the subsurface cavity information of the road, it is determined whether or not the repair history information of the road has been acquired, and the reliability of the latest subsurface cavity information of the road is verified. If it is evaluated that the latest subsurface cavity information of the road is low in reliability, do not use the subsurface cavity information of the road acquired before the latest acquisition date of the repair history information of the road. By doing so, the reliability of the information for managing the road condition information or the information below the road surface of the road can be improved.

-Display control unit-
The display control unit 505 controls to display the road condition information or the road surface information on the road map for each management unit. The display control unit 505 can also display a change over time on a user terminal or a driving management server, and transmits information related to the management unit to a vehicle traveling in the management unit and displays the information on the in-vehicle device. You can also

FIG. 26 is a flowchart showing an example of a flow in which the display control unit 505 performs control to display road state information on the road of a road map for each management unit. The control by the display control unit 505 to display the road condition information or the road surface information below the road will be described with reference to the flowchart shown in FIG.

In step S101, the display control unit 505 specifies a background color for each management unit based on the value of the DII that is the flatness information of the road. In the present embodiment, based on the value of DII, the color for filling the range indicating the management unit on the road map is divided into 5 levels and displayed as follows, and the process proceeds to S102.
(1) DII is 0.0 or more and less than 1.0 Blue (2) DII is 1.0 or more and less than 3.0 Green (3) DII is 3.0 or more and less than 7.0 Orange (4) DII is 7. 0 or more and less than 11.0 Red (5) DII is 11.0 or more Purple The color of the range indicating the management unit on the road map is displayed in five stages in the present embodiment, but it is not limited to this. The number of steps may be increased or decreased without being restricted. Further, with regard to color, hue, saturation, and lightness can be adjusted.

In step S102, the display control unit 505 determines whether or not the road crack information is present. If the display control unit 505 determines that the crack information of the road is present, the process proceeds to S103, and if it is determined that the crack information of the road is not present, the process proceeds to S104.

In step S103, the display control unit 505 displays the state of cracks as a pattern based on the crack information of the road. In the present embodiment, each management unit is divided into three stages and displayed as follows based on the crack information of the road, and the process proceeds to S104.
(1) No cracks Control units are not filled (2) Non-turtle shell cracks (Linear cracks) Control units are shaded (3) Turtle crack management units are shaded

In step S104, the display control unit 505 determines whether or not there is cavity information under the road surface of the road. If the display control unit 505 determines that there is cavity information below the road surface of the road, the process proceeds to S105, and if it determines that there is no cavity information below the road surface of the road, the process proceeds to S106.

In step S105, the display control unit 505 displays the presence or absence of a cavity based on the cavity information under the road surface of the road, and shifts the processing to S106. In the present embodiment, the presence or absence of a cavity is indicated by a black circle superimposed on the indication of the management unit.

In step S106, the display control unit 505 determines whether the accessory information installed on the road exists. When the display control unit 505 determines that the accessory information installed on the road is present, the process proceeds to S107, and when the accessory information installed on the road is determined not to be present, the process proceeds to S108.

In step S107, the display control unit 505 displays the presence and type of the accessory based on the accessory information installed on the road, and shifts the processing to step S108.

In step S108, the display control unit 505 determines whether the operation information of the vehicle exists. When the display control unit 505 determines that the vehicle operation information exists, the process proceeds to S109, and when the display control unit 505 determines that the vehicle operation information does not exist, the process proceeds to S110.

In step S109, the display control unit 505 associates the operation information of the vehicle with the management unit, and when determining that the mouse is over the display of the management unit, displays the operation information of the vehicle, and the process is S110. Move to.

In step S110, the display control unit 505 determines whether or not the road repair history information is present. When the display control unit 505 determines that the repair history exists, the process proceeds to S111, and when it determines that the vehicle operation information does not exist, the display control unit 505 ends the process.

In step S111, the display control unit 505 associates the repair history information of the road with the management unit, and when determining that the mouse is over the display of the management unit, displays the repair history information of the road, The process is ended.

FIG. 27 is an explanatory diagram showing an example of a screen displaying information on road conditions or information below the road surface. As shown in FIG. 27, the display control unit 505 displays a screen that displays information on the road condition or information below the road surface of the road.
The operation information of the vehicle and the repair history information of the road may be displayed when the mouse is over the display of the management unit, or may be displayed on another screen.

Thus, the flatness information of the road, the crack information of the road, the cavity information below the road surface of the road, the accessory information installed on the road, the operation information of the vehicle, and the repair history information of the road. Displaying information such as a plurality of road conditions or road subsurface information on a display device such as a display by performing control to display at least one of the information on the road in a road map for each management unit. Thus, the information on the road condition or the information below the road surface of the road can be grasped at a glance, so that the necessity of ordering the repair work on the road can be easily judged.
That is, at least the flatness information of the road, crack information of the road, cavity information under the road surface of the road, accessory information installed on the road, operation information of the vehicle, and repair history information of the road. Assign display elements such as colors, patterns, figures, symbols, and characters so as to correspond to any of the information, and control such information to be displayed for each management unit on the road on the road map. With this, it is possible to display information about a plurality of road states or information below the road surface of the road at a glance for easy understanding. For example, the flatness information of the road is displayed in the color, the crack information of the road is displayed in the pattern, and the accessory information installed on the road is displayed in a symbol. As shown in, the control is performed so that the information such as the color, the pattern, and the symbol is displayed in a unified manner on the road in the road map in the form of being divided by the management unit. As a result, even at a glance at the information displayed on the road in this road map, for example, when the color and the pattern are displayed in a certain management unit, in the road section of the management unit, It is possible to understand at first glance that there is a problem with the flatness of the road or cracks on the road, and it is possible to understand it without requiring specialized knowledge.

In the present embodiment, the display control unit 505 controls the display of a plurality of road condition information such as the road flatness information or the under-the-road information of the road in an overlapping manner on the management unit. Without being limited to this, control for displaying the information of the plurality of road conditions or the information below the road surface of the road on the road on the road map by dividing the range of the management unit in the length direction. May be performed. In this case, at first glance at the number of divisions in the length direction of the management unit, how many problems are present in the management unit with respect to the index representing the road condition such as the road flatness and the road cracks. It is possible to grasp at a glance.

100 Road Condition Management Device 500 Control Unit 501 Calculation Unit 502 Conversion Unit 503 Management Unit Information Generation Unit 504 Reliability Evaluation Unit 505 Display Control Unit 530 Storage Means 540 Input/Output Means 550 Communication Means

Claims (8)

The position for each distance unit divided in the length direction of the road and the data for a certain type associated with each distance unit are accepted,
The management unit corresponding to the position on the road for the first distance unit of the received distance units with reference to the storage unit that stores the position information for each management unit divided in the length direction of the road Identify the first management unit within
Definitive a range of positions for the specified the first management units, depending on the ratio of the range of positions for the first distance units, the data associated with the first distance unit, wherein Convert to the value associated with the first management unit,
A road state management program, characterized by causing a computer to execute a process of updating data on the certain type in the first management unit using the converted value. The certain type of information is at least one of road flatness information, road crack information, road subsurface cavity information, accessory information installed on the road, vehicle operation information, and road repair history information. The road condition management program according to claim 1. The road condition management program according to claim 2, wherein the road flatness information is transmitted from a mobile terminal mounted on a vehicle. The road condition management program according to claim 2, wherein the crack information of the road and the cavity information below the road surface of the road are transmitted from the road surface property measurement vehicle. The road condition management program according to claim 2, wherein the operation information of the vehicle is transmitted from an operation monitoring device. The road condition management program according to claim 1, wherein the length of the distance unit can be different for each of the certain types of information. The position for each distance unit divided in the length direction of the road and the data for a certain type associated with each distance unit are accepted,
The management unit corresponding to the position on the road for the first distance unit of the received distance units with reference to the storage unit that stores the position information for each management unit divided in the length direction of the road Identify the first management unit within
Definitive a range of positions for the specified the first management units, depending on the ratio of the range of positions for the first distance units, the data associated with the first distance unit, wherein Convert to the value associated with the first management unit,
A road condition management device, comprising: a management unit information generation unit that performs a process of updating data regarding the certain type in the first management unit using the converted value. The position for each distance unit divided in the length direction of the road and the data for a certain type associated with each distance unit are accepted,
The management unit corresponding to the position on the road for the first distance unit of the received distance units with reference to the storage unit that stores the position information for each management unit divided in the length direction of the road Identify the first management unit within
Definitive a range of positions for the specified the first management units, depending on the ratio of the range of positions for the first distance units, the data associated with the first distance unit, wherein Convert to the value associated with the first management unit,
A method of managing a road condition, comprising: a process of updating data regarding the certain type in the first management unit using the converted value.

Images