WO2020138467A1

WO2020138467A1 - Travel path diagnostic system

Info

Publication number: WO2020138467A1
Application number: PCT/JP2019/051542
Authority: WO
Inventors: 道治山本; 知彦長尾; 均青山
Original assignee: 愛知製鋼株式会社
Priority date: 2018-12-28
Filing date: 2019-12-27
Publication date: 2020-07-02
Also published as: JP7389360B2; JPWO2020138467A1

Abstract

A travel path diagnostic system (1) includes: a diagnostic vehicle (5) equipped with a data obtaining unit (3) that obtains diagnostic data indicating the state of a road (11) which is a path of travel for a vehicle, and a marker detector (2) that detects magnetic markers (10) laid along the path of travel; and a data recording unit (130) that records, in association with marker-related information obtained as a result of detection of the magnetic markers (10) by the marker detector (2), diagnostic data obtained by the data obtaining unit (3). The travel path diagnostic system can generate diagnostic data that makes it possible to identify, with a high degree of accuracy, the positions of locations on the road (11) that are in need of repair work.

Description

Road diagnostic system

The present invention relates to a travel road diagnosis system for diagnosing the condition of a travel road.

Unevenness may occur on roads such as general roads and highways where vehicles run, and areas where work vehicles run in airports, due to ground subsidence due to repeated running of vehicles or cavities created under the road surface. There is. If such irregularities occur on the surface of the road (road surface), the running of the vehicle is hindered.

Therefore, a diagnostic vehicle for measuring unevenness while traveling on a traveling road such as a highway has been proposed (for example, refer to Patent Document 1). This diagnostic vehicle detects unevenness based on a projection pattern when the inspection light is projected on the road surface. Further, when the diagnostic vehicle detects an irregularity having a size exceeding a threshold value, it records the positional information by GPS (Global Positioning System) or the like on the measurement data or the like corresponding to the irregularity. The position information attached to the measurement data is useful for specifying the repaired position in a location when the road surface is repaired later.

Japanese Patent Laid-Open No. 2004-219214

However, in the case of the conventional road surface inspection method, the positional information associated with the measurement data representing the unevenness is the positioning information by the GPS, so the positional accuracy is not sufficient, and there is a possibility that the repair work thereafter will be hindered. is there.

The present invention has been made in view of the above conventional problems, and an object of the present invention is to provide a traveling road diagnostic system that generates diagnostic data capable of accurately specifying the position of a portion requiring repair work.

The present invention provides a vehicle including a data acquisition unit that acquires diagnostic data that represents a state of a road, and a marker detection unit that detects a marker laid on the road,
A data recording unit for recording the diagnostic data acquired by the data acquisition unit by attaching marker reference information including at least positional information based on any of the markers or information based on the positional information. It is in the roadway diagnosis system including.

The traveling road diagnosis system of the present invention links marker reference information to diagnostic data. Since the marker is laid on the road, the position of the marker is unlikely to change. If the marker reference information including the positional information based on the marker is attached, the accuracy of specifying the position where the diagnostic data is obtained can be improved.

In the roadway diagnosis system of the present invention, since the marker reference information is attached to the diagnosis data, it is possible to accurately specify the portion requiring repair work.

3 is an explanatory diagram showing a system configuration of a diagnostic vehicle in Embodiment 1. FIG. 3 is a perspective view of a magnetic marker in Example 1. FIG. FIG. 3 is a front view of the RF-ID tag according to the first embodiment. 3 is a block diagram showing an electrical configuration of a diagnostic vehicle in Embodiment 1. FIG. FIG. 5 is an explanatory diagram illustrating a change in a magnetic measurement value in a traveling direction when passing through a magnetic marker in the first embodiment. FIG. 5 is an explanatory diagram illustrating a distribution curve of magnetic measurement values in the vehicle width direction by the magnetic sensors Cn arranged in the vehicle width direction in the first embodiment. 7 is a flowchart showing the flow of marker reference data generation processing in the first embodiment. 5 is a flowchart showing a flow of diagnostic data generation processing in the first embodiment. 6A and 6B are explanatory diagrams of a method of generating diagnostic data according to the first embodiment. 5 is a flowchart showing a flow of diagnostic data recording processing in the first embodiment. FIG. 3 is a diagram for explaining the content of diagnostic data in the first embodiment.

Embodiments of the present invention will be specifically described with reference to the following examples.
(Example 1)
This example is an example regarding the traveling road diagnostic system 1 that generates diagnostic data representing the condition of the traveling road such as the unevenness of the road surface 11S. The contents will be described with reference to FIGS. 1 to 11.
The traveling road diagnosis system 1 is a system for generating diagnostic data representing a state of a road (an example of a traveling road) on which markers are laid. In this example, the magnetic marker 10 which is a magnetic generation source is adopted as an example of the marker.
The traveling road diagnosis system 1 includes a data acquisition unit that measures unevenness of the road surface 11S to generate and acquire diagnostic data, and a diagnostic vehicle 5 that includes a marker detection unit that detects the magnetic marker 10, and data that records diagnostic data. And a recording unit. In this example, the data recording unit is incorporated in the diagnostic vehicle 5. The diagnostic vehicle 5 will be simply referred to as the vehicle 5 below.

First, the magnetic marker 10 of this example will be described. The magnetic marker 10 is a road marker laid on the road surface 11S of the road 11 as shown in FIGS. The magnetic markers 10 are arranged at intervals of, for example, 10 m along the center of the lane divided by the left and right lane marks. As shown in FIG. 2, the magnetic marker 10 is a columnar magnet having a diameter of 20 mm and a height of 28 mm, and is laid in a state of being housed in a hole provided on the road surface 11S. The magnetic marker 10 is a marker for a road, which does not have a case made of metal or resin and is made of a magnet itself. Layers such as a resin coating layer and a resin mold layer are appropriately provided on the outer circumference of the magnet.

In the magnetic marker 10, as shown in FIGS. 2 and 3, an RF-ID (Radio Frequency IDentification) tag 15, which is a wireless tag that outputs information wirelessly, is attached to the surface on the road surface 11S side. The RF-ID tag 15 operates by external power feeding by radio and transmits a tag ID which is unique information (identification information). In this example, the tag ID is exemplified as the marker specifying information that can uniquely specify the magnetic marker 10.

Note that the magnet used in the magnetic marker 10 of this example is made by dispersing iron oxide magnetic powder in a polymer material. This magnet has low conductivity, and eddy current or the like is unlikely to occur during wireless power feeding. Therefore, the RF-ID tag 15 attached to the magnetic marker 10 can efficiently receive the wirelessly transmitted power.

The RF-ID tag 15 is a sheet-shaped electronic component in which an IC chip 157 is mounted on the surface of a tag sheet 150 (FIG. 3) cut out from a PET (Polyethylene terephthalate) film, for example. A printed pattern of the loop coil 151 and the antenna 153 is provided on the surface of the tag sheet 150. The loop coil 151 is a power receiving coil in which an exciting current is generated by electromagnetic induction from the outside. The antenna 153 is a transmission antenna for wirelessly transmitting position data and the like.

The vehicle 5 (FIG. 1) is a work vehicle that diagnoses the road 11 while driving while being driven by a worker. The vehicle 5 includes a control unit 13 (an example of a data acquisition unit and a control unit), a diagnostic unit 3, a sensor unit 2 (an example of a marker detection unit), a tag reader (an example of an information reading unit) 34, and the like.

The sensor unit 2 is a unit in which a sensor array 21 and an IMU (Inertial Measurement Unit) 22 are integrated as shown in FIGS. 1 and 4. The sensor unit 2 has, for example, a rod shape that is long in the vehicle width direction. The sensor unit 2 is mounted, for example, inside the front bumper so as to face the road surface 11S. In the case of the vehicle 5 of this example, the mounting height of the sensor unit 2 based on the road surface 11S is 200 mm.

The sensor array 21 includes 15 magnetic sensors Cn (n is an integer of 1 to 15) arranged in a straight line along the vehicle width direction, and a detection processing circuit 212 including a CPU (not shown) and the like. (See Figure 4). In the

sensor array

21, 15 magnetic sensors Cn are arranged at equal intervals of 10 cm.

The magnetic sensor Cn is a sensor that detects magnetism by using the well-known MI effect (Magnet Impedance Effect) that the impedance of a magnetic sensitive body such as an amorphous wire changes sensitively according to an external magnetic field. In the magnetic sensor Cn, a magnetism-sensitive body (not shown) such as an amorphous wire is arranged along the biaxial directions that are orthogonal to each other, whereby the magnetism acting in the biaxial directions that are orthogonal can be detected. In this example, the magnetic sensor Cn is incorporated in the sensor array 21 so as to detect the magnetic components in the traveling direction and the vehicle width direction.

The detection processing circuit 212 of the sensor array 21 is an arithmetic circuit that executes marker detection processing for detecting the magnetic marker 10. The detection processing circuit 212 is configured using a CPU (central processing unit) that executes various calculations, memory elements such as a ROM (read only memory) and a RAM (random access memory), and the like.

The detection processing circuit 212 acquires the sensor signal output from each magnetic sensor Cn at, for example, a 3 kHz cycle, and executes marker detection processing. For example, if magnetic measurement is performed by the magnetic sensor Cn at a cycle of 3 kHz, diagnostic data can be generated while the vehicle 5 is traveling. The detection processing circuit 212 inputs the detection result of the marker detection processing to the control unit 13. In the marker detection process, in addition to the detection of the magnetic marker 10, the lateral displacement amount of the vehicle 5 with respect to the detected magnetic marker 10 is measured. The detection processing circuit 212 measures the lateral deviation amount, for example, by specifying the position in the vehicle width direction of the peak value in the distribution of the magnetic measurement values of the magnetic sensors arranged in the vehicle width direction.

The IMU 22 (FIG. 4) incorporated in the sensor unit 2 is an inertial navigation unit that estimates the relative position of the vehicle 5 by inertial navigation. The IMU 22 includes a biaxial magnetic sensor 221 that is an electronic compass that measures the azimuth, a biaxial acceleration sensor 222 that measures acceleration, and a biaxial gyro sensor 223 that measures angular velocity. The IMU 22 calculates the displacement amount by the second-order integration of the acceleration, and executes the calculation of integrating the displacement amount along the traveling direction of the vehicle 5 measured by the biaxial gyro sensor 223. Thereby, the relative position of the vehicle 5 with respect to the reference position is calculated. If the relative position estimated by the IMU 22 is used, the own vehicle position can be specified even when the vehicle 5 is located in the middle of the adjacent magnetic markers 10.

The tag reader 34 (FIG. 4) is a communication unit that wirelessly communicates with the RF-ID tag 15 attached to the magnetic marker 10. The sensor unit 2 is arranged in the front part of the vehicle body, while the tag reader 34 is arranged in the rear part of the vehicle body which is separated in the longitudinal direction of the vehicle (FIG. 1). By using the positional relationship such as the distance between the sensor unit 2 and the tag reader 34, the control unit 13 can predict the timing at which the magnetic marker 10 detected by the sensor unit 2 approaches the tag reader 34. Specifically, the control unit 13 predicts the timing when the magnetic marker 10 approaches the tag reader 34 by dividing the distance (separation distance) between the sensor unit 2 and the tag reader 34 by the vehicle speed. Then, the control unit 13 controls the tag reader 34 so as to execute wireless communication at the predicted timing. The tag reader 34 wirelessly transmits electric power required for the operation of the RF-ID tag 15, and receives the tag ID transmitted by the RF-ID tag 15.

The diagnostic unit 3 includes a projector 35 that projects slit light toward the road surface 11S, a camera 33 that captures a projection pattern of the slit light on the road surface 11S, and diagnostic data that represents unevenness of the road surface 11S from a captured image of the projection pattern. And a diagnostic data generation circuit 31 for generating the diagnostic data.

The light projector 35 (FIG. 1) is an optical device that projects a linear (slit-shaped) inspection light of a single wavelength toward the road surface 11S. The projector 35 includes a laser light source 351 and a cylindrical lens 353. In the projector 35, the highly straight-forward laser light of the laser light source 351 passes through the cylindrical lens 353 and is expanded in one direction to be converted into slit light. The light projector 35 projects the slit light along the vehicle width direction on the road surface 11S as inspection light. In addition, in the following description, the inspection light is referred to as slit light.

The camera 33 is attached so that the projection area of the slit light is included in the imaging area 330. The camera 33 photographs the projection pattern of the slit light on the road surface 11S. A captured image of the projection pattern captured by the camera 33 is converted into a video signal and input to the diagnostic data generation circuit 31. The camera 33 includes an optical filter that selectively transmits the wavelength region of the slit light.

The diagnostic data generation circuit 31 is a circuit that processes the video signal of the camera 33 and generates diagnostic data. The diagnostic data generation circuit 31 performs a process of detecting irregularities on the road surface 11S from the projection pattern of the slit light, a process of generating diagnostic data indicating the size of the irregularities, the position in the vehicle width direction, and the like. The position data in the diagnostic data is relative position data in the vehicle width direction with respect to the magnetic marker 10.

The control unit 13 (FIG. 4) is a unit that has a function as a data recording unit 130 that records diagnostic data in addition to a function as a control unit that controls the sensor unit 2, the tag reader 34, and the diagnostic unit 3. The control unit 13 includes an electronic board (not shown) on which a CPU that executes various calculations and memory elements such as ROM and RAM are mounted. A storage device such as a hard disk drive is connected to the control unit 13. A diagnostic database (diagnostic DB) 133 is provided in the storage area of the storage device. The data recording unit 130 stores diagnostic data in this diagnostic DB 133.

Next, the flow of operation of the traveling road diagnosis system 1 of this example will be described. Hereinafter, the flows of (1) marker detection processing, (2) marker reference data generation processing, (3) diagnostic data generation processing, and (4) diagnostic data recording processing will be described in order.

(1) Marker Detection Processing While the vehicle 5 is traveling on the road 11, the sensor array 21 (FIG. 4) of the sensor unit 2 repeatedly executes the marker detection processing for detecting the magnetic markers 10.
As described above, the magnetic sensor Cn can measure the magnetic components in the traveling direction and the vehicle width direction of the vehicle 5. For example, when the magnetic sensor Cn moves in the traveling direction and passes directly above the magnetic marker 10, the magnetic measurement value in the traveling direction is inverted in polarity between before and after the magnetic marker 10 as shown in FIG. Change to cross zero at a position just above 10. Therefore, when the vehicle 5 is traveling, when the zero cross Zc in which the positive/negative of the magnetism in the traveling direction detected by any of the magnetic sensors Cn is reversed occurs, it is determined that the sensor unit 2 is located directly above the magnetic marker 10. it can. The detection processing circuit 212 (FIG. 4) determines that the magnetic marker 10 is detected when the sensor unit 2 is positioned directly above the magnetic marker 10 and the zero cross Zc of the magnetic measurement value in the traveling direction occurs in this way.

Further, for example, assuming that a magnetic sensor having the same specifications as the magnetic sensor Cn moves along an imaginary line in the vehicle width direction passing directly above the magnetic marker 10, the magnetic measurement values in the vehicle width direction sandwich the magnetic marker 10. However, the positive and negative signs are inverted on both sides, and at the position directly above the magnetic marker 10, the value changes so as to cross zero. In the case of the sensor unit 2 in which fifteen magnetic sensors Cn are arranged in the vehicle width direction, the vehicle width direction detected by the magnetic sensor Cn depending on which side the magnetic marker 10 is located as in the example of FIG. The positive and negative of the magnetism are different.

Based on the distribution curve of FIG. 6 exemplifying the magnetic measurement value of each magnetic sensor Cn of the sensor unit 2 in the vehicle width direction, the vehicle width of the magnetic marker 10 using the zero cross Zc in which the positive/negative of the magnetism in the vehicle width direction is reversed. The position in the direction can be specified. When the zero cross Zc is located in the middle of the two adjacent magnetic sensors Cn (not necessarily in the center), the middle position of the two adjacent magnetic sensors Cn sandwiching the zero cross Zc is located in the magnetic marker 10. Position in the vehicle width direction. Alternatively, when the zero-cross Zc coincides with the position of one of the magnetic sensors Cn, that is, the magnetic measurement value in the vehicle width direction is zero, and the positive and negative magnetic measurement values of the magnetic sensors Cn on both outer sides are reversed. When the sensor Cn is present, the position immediately below the magnetic sensor Cn is the position of the magnetic marker 10 in the vehicle width direction. The detection processing circuit 212 measures the deviation of the position of the magnetic marker 10 in the vehicle width direction from the central position of the sensor unit 2 (the position of the magnetic sensor C8) as the lateral deviation amount of the vehicle 5 with respect to the magnetic marker 10. For example, in the case of FIG. 6, the position of the zero cross Zc is a position corresponding to C9.5, which is around the middle of C9 and C10. Since the distance between the magnetic sensors C9 and C10 is 10 cm as described above, the lateral deviation amount of the vehicle 5 with respect to the magnetic marker 10 is based on C8 located at the center of the sensor unit 2 in the vehicle width direction (9.5-8). )×10=15 cm.

(2) Marker Reference Data Generation Process The contents of the process of generating marker reference data will be described with reference to FIG. 7. Note that the marker reference data is an example of marker reference information including relative position information that is positional information based on any of the markers.

In the marker reference data generation process, the above-described marker detection process P1 is periodically executed under the control of the control unit 13. As described above, the control unit 13 controls the sensor array 21 so that the marker detection process P1 is executed at a cycle of 3 kHz so that the diagnostic data can be generated while the vehicle 5 is traveling. As described above, in the marker detection process P1, the lateral shift amount of the vehicle 5 with respect to the detected magnetic marker 10 is measured.

When the magnetic marker 10 is detected (S101: YES), the tag reader 34 executes the tag ID reading process P2 under the control of the control unit 13. The control unit 13 generates the marker reference data including the tag ID read by the tag ID reading process P2 and the lateral deviation amount (an example of relative position information based on the magnetic marker) measured by the marker detection process P1 (S102). .. The tag ID read in the tag ID reading process P2 is retained as it is until it is overwritten by the new tag ID reading process P2.

On the other hand, when the magnetic marker 10 is not detected (S101: NO), the control unit 13 uses the measurement value of the IMU 22 and executes the relative position estimation process with the magnetic marker detected immediately before as the reference ( S112). In this step S112, the control unit 13 combines the relative position of the vehicle estimated by the IMU 22 after the detection of the immediately preceding magnetic marker with the lateral deviation amount measured for the magnetic marker, so that the vehicle based on the magnetic marker is used as a reference. Estimate the relative position of 5 (relative position information). The reference position when the IMU 22 estimates the relative position as described above is the vehicle position when the magnetic marker was detected immediately before. The position of the vehicle and the corresponding magnetic marker are displaced by the amount of lateral displacement. On the other hand, the relative position estimated in step S112 is the relative position of the vehicle based on the position of the magnetic marker detected immediately before. The relative position of the vehicle 5 with respect to the magnetic marker detected immediately before can be estimated by combining the relative position estimated by the IMU 22 after the detection of the previous magnetic marker with the lateral deviation amount measured at the time of detection of the immediately previous magnetic marker. ..

The control unit 13 includes the lateral displacement amount data (relative position information) for the magnetic marker detected immediately before with respect to the relative position estimated in step S112, and the tag ID read in the immediately preceding tag ID reading process P2. Marker reference data is generated (S102). The generated marker reference data is written in a predetermined writing area and rewritten to the latest one at any time (S103).

(3) Diagnostic Data Generation Process The flow of the diagnostic data generation process will be described with reference to the flowchart of FIG. 8 and the schematic diagram of FIG. 9. When the diagnostic unit 3 receives the data request signal from the control unit 13 (S201: YES), the diagnostic unit 3 controls the light projector 35 (FIG. 9) to project slit light toward the road surface 11S (S202). The diagnostic unit 3 controls the camera 33 (FIG. 9) while projecting the slit light, and images the projection pattern of the slit light on the road surface 11S (S203). Then, image processing is performed on the captured image to extract the projection pattern 355 (FIG. 9) (S204).

The diagnostic unit 3 generates diagnostic data by analyzing the shape of the projection pattern 355 (FIG. 9) (S205). For example, if the road surface 11S is flat, the projection pattern is a straight line pattern. On the other hand, for example, as shown in FIG. 9, when the road surface 11S has the depression 110, the projection pattern 355 becomes a pattern including a convex curved portion 355A in the traveling direction of the vehicle 5. The diagnostic unit 3 calculates the size and depth of the recess 110 for the curved portion 355A from the formation range in the vehicle width direction, the height of the curved portion 355A, and the like. Then, the diagnostic unit 3 outputs diagnostic data including data on the calculated size and depth of the depression 110 (S206).

(4) Diagnostic Data Recording Process The contents of the diagnostic data recording process will be described with reference to the flowchart of FIG. The control unit 13 outputs a diagnostic data request signal to the diagnostic unit 3 every time the moving distance of the vehicle 5 reaches a predetermined amount (S301: YES) (S302). According to the determination in step S301 described above, diagnostic data can be acquired for each fixed distance. Instead of this determination, the diagnostic data request signal may be output every time a certain period of time elapses, or the diagnostic data request signal may be output each time the magnetic marker 10 is detected.

When the control unit 13 acquires the diagnostic data (S303), it reads the marker reference data (S304). Here, as described above, the marker detection process P1 for generating the marker reference data is executed at a cycle of 3 kHz. This 3 kHz cycle is sufficiently faster than the cycle for acquiring diagnostic data. Therefore, the generation time of the marker reference data read in step S304 can be considered to be the same as the generation time of the diagnostic data acquired in step S303.

The control unit 13 executes a process of tying the marker reference data read in step S304 to the diagnostic data acquired in step S303 (S305). Then, the diagnostic data is recorded in the diagnostic DB 133 (S306). The marker reference data attached to the diagnostic data includes at least the tag ID (marker identification information) of the magnetic marker 10 detected most recently and the data of the relative position with respect to the magnetic marker 10. ..

When recording the diagnostic data representing the state of the road surface 11S, the traveling road diagnosis system 1 configured as described above links the marker reference data including the data of the relative position with the position of the magnetic marker 10 as the reference (FIG. See 11.). According to the marker reference data, the position of the vehicle 5 at the time when the diagnostic data is acquired can be specified with high accuracy, so that the repaired portion can be easily specified when performing the repair work.

When specifying the repaired portion, it is advisable to use a marker database (marker DB) in which the tag ID that is the marker specifying information and the data of the laid position (absolute position) of the corresponding magnetic marker 10 are linked. The marker reference data attached to the diagnostic data includes the tag ID that is the marker specifying information of the magnetic marker 10 serving as the reference. By referring to the above marker DB using this tag ID, the absolute position of the reference magnetic marker 10 can be acquired. Furthermore, the marker reference data includes data on the relative position with respect to the reference magnetic marker 10. If the absolute position of the magnetic marker 10 is used as a reference, the position (absolute position) where the diagnostic data is acquired can be specified with high accuracy by using the data of the relative position in the marker reference data.

In this example, the marker reference data includes the tag ID that is the marker specifying information. The laying position of the magnetic marker 10 may be included in the marker reference data. In this case, the information indicating the installation position of the magnetic marker 10 is an example of the marker specifying information. At this time, it is preferable to use the marker reference data that is a combination of the laid position of the magnetic marker 10 and the relative position data. For example, if the control unit 13 of the vehicle 5 can refer to the marker DB similar to the above, the installation position of the corresponding magnetic marker 10 can be acquired using the tag ID. Alternatively, an RF-ID tag that transmits position data indicating the laid position of the magnetic marker 10 may be adopted.

It is also possible to use the vehicle position data and information specified with the magnetic marker 10 as a reference as marker reference information and attach it to the diagnostic data. The vehicle position can be specified as a position displaced from the laying position of the reference magnetic marker 10 by the relative position such as the lateral shift amount. The vehicle position is processing information obtained by performing arithmetic processing on data of the relative position with respect to the magnetic marker 10. This vehicle position information can be said to be information based on relative position information, which is positional information based on the magnetic marker.

In this example, as an example of the diagnostic data, data representing the unevenness of the road surface 11S is shown. Although the configuration in which the slit light is projected onto the road surface 11S to generate the diagnostic data has been illustrated, it is possible to obtain the data representing the unevenness of the road surface 11S by distance measurement using laser light, ultrasonic waves, or millimeter waves. .. For example, a technique of irradiating ultrasonic waves, millimeter waves, X-rays, or the like on the road surface 11S to detect an internal cavity may be used to acquire diagnostic data representing the internal structure of the road.
In this example, the magnetic marker 10 is exemplified as the marker, but it can be replaced with various markers laid on the road 11. For example, it may be a marker printed on the road surface 11S or a marker such as a cat's eye.

According to the traveling road diagnosis system 1 of the present example configured as described above, the diagnostic data can be sequentially acquired while the vehicle 5 travels on the road 11. According to the traveling road diagnosis system 1, it is possible to acquire diagnostic data without restricting the traveling of a general vehicle. Then, highly accurate position information based on the laid position of the magnetic marker 10 is attached to the diagnostic data acquired by the vehicle 5. Therefore, when performing the repair work at a later date, it is not necessary to specify the repair location, and the repair work can be efficiently performed.

Although specific examples of the present invention have been described in detail as in the above examples, these specific examples only disclose examples of the technology included in the scope of the claims. Needless to say, the scope of claims should not be limitedly interpreted by the configuration and numerical values of the specific examples. The scope of the claims includes a technology in which the specific examples described above are variously modified, changed or appropriately combined by utilizing known technology and knowledge of those skilled in the art.

1 Driving road diagnostic system 10 Magnetic marker (marker)
11 roads
11S Road surface 13 Control unit (data acquisition unit, control unit)
130 data recording unit 133 diagnosis DB
15 RF-ID tag (wireless tag)
2 Sensor unit (marker detector)
21 sensor array 22 IMU
3 Diagnostic Unit 31 Diagnostic Data Generation Circuit 33 Camera 34 Tag Reader (Information Reader)
35 Projector 351 Laser light source 353 Cylindrical lens 355 Projection pattern 355A Curved part 5 Diagnostic vehicle (vehicle)

Claims

A vehicle that includes a data acquisition unit that acquires diagnostic data that represents the state of the traveling road, and a marker detection unit that detects markers that are laid at intervals on the traveling road,
A data recording unit for recording the diagnostic data acquired by the data acquisition unit by attaching marker reference information including at least positional information based on any marker or information based on the positional information. Driving road diagnostic system including.
The traveling road diagnosis system according to claim 1, wherein the information based on the positional information based on the marker is information on the vehicle position specified based on the marker.
The vehicle according to claim 1, further comprising an inertial navigation unit that estimates the relative position of the vehicle by inertial navigation.
The marker detection unit is capable of measuring a lateral deviation amount that is a deviation of a position of the vehicle in the vehicle width direction with respect to the marker,
The positional information based on the marker is relative position information based on the marker,
The relative position information when the marker detection unit detects the marker is a lateral shift amount measured by the marker detection unit,
When the marker detection unit detects any of the markers and then detects a new marker, the relative position information is the relative position information at the relative position estimated by the inertial navigation unit when the one of the markers is detected. A travel path diagnosis system that is position information that is a combination of the lateral deviation amounts measured in step S6.
In claim 1, the roadside diagnosis system in which the marker reference information includes relative position information indicating a relative position with respect to a corresponding marker.
The roadway diagnosis system according to any one of claims 1 to 4, wherein the marker reference information includes marker identification information capable of uniquely identifying a corresponding marker.
The traveling path diagnosis system according to claim 5, wherein the marker specifying information is position information indicating a laying position of the marker.
The wireless tag according to claim 5 or 6, wherein a wireless tag that outputs unique information used as the marker specifying information is attached to the marker.
The vehicle is a traveling road diagnosis system including an information reading unit that reads the unique information output from the wireless tag.
In Claim 7, The vehicle has a control part which controls operation of the above-mentioned marker detection part and the above-mentioned information reading part which are arranged at a distance in the front-back direction with the marker detection part as the front side,
When the marker is detected by the marker detection unit, the control unit predicts a timing at which the information reading unit approaches the marker based on a positional relationship between the marker detection unit and the information reading unit, and performs the prediction. A traveling road diagnostic system that operates the information reading unit at the specified timing.
The traveling path diagnosis system according to claim 7 or 8, wherein the wireless tag has a sheet shape and is attached to the surface of the marker.
The traveling path diagnosis system according to any one of claims 1 to 9, wherein the marker is a magnet in which magnetic powder is dispersed in a polymer material.