Flooded area estimation device

Abstract

To enable a user of a vehicle traveling on a road to quickly and easily obtain information about flooded roads.SOLUTION: A flooded area estimation device includes: a vehicle 2 equipped with a detection unit for detecting driving data; a data storage unit 5 that acquires and stores driving data detected by the detection unit via a communication network; an information processing unit 6 that detects the travel history of the vehicle 2 and the presence or absence of U-turns based on the travel data stored in the data storage unit 5, and estimates flooded and non-flooded areas using the result of detecting the travel history, the result of detecting U-turns, elevation data, and land use category data; and user terminals 3 and 4 owned by a user of the vehicle 2, which send requests to the information processing unit 6 to have the information processing unit 6 output the estimated results and display the estimated results output from the information processing unit 6 on a display unit.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a flooded area estimation device. [Background technology]

[0002] For example, Patent Document 1 describes a flood depth estimation device and method that can quickly and easily estimate the flood depth at each point in a flooded area, and that estimates the flood depth at each point in a target area due to river flooding based on information on the actual flooded area and flood simulations. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-041049 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above Patent Document 1, the simulation is performed using data on actual flooded areas, so there is a time lag in comparison with the actual flooding situation, which changes from moment to moment during a disaster.

[0005] In view of the above circumstances, an object of the present invention is to provide a flooded area estimation device that enables users of vehicles traveling on roads to quickly and easily obtain flood information on the roads. [Means for solving the problem]

[0006] The flooded area estimation device of the present invention is characterized by comprising: a vehicle equipped with a detection unit for detecting driving data; a data storage unit that acquires and stores the driving data detected by the detection unit via a communication network; an information processing unit that detects the vehicle's traffic history and whether or not a U-turn has been made based on the driving data stored in the data storage unit, and estimates flooded and non-flooded areas using the detection results of the traffic history, the detection results of the U-turn, elevation data, and land use type data; and a user terminal owned by the user of the vehicle that sends a request to the information processing unit to output the estimated results, and displays the estimated results output from the information processing unit on a display unit.

[0007] According to this configuration, the user of the vehicle can quickly and easily obtain flood information about the road through the user terminal. Note that flooding is defined as a state in which fields, roads, etc. are submerged in water, as is well known. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide a flooded area estimation device that enables users of vehicles traveling on a road to quickly and easily obtain flood information on the road. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1A is a diagram showing a schematic configuration of an embodiment of a submerged area estimation device according to the present invention, and FIG. 1B is a diagram showing a processing procedure of the submerged area estimation device. [Figure 2] FIG. 1A is a diagram showing the processing procedure for estimating a flooded area, and FIG. 1B is a diagram showing the processing procedure for estimating a non-flooded area. [Figure 3] FIG. 10 is an image diagram used to explain an example of a flooded area estimation process and a non-flooded area estimation process. DETAILED DESCRIPTION OF THE INVENTION

[0010] One embodiment of the present invention is shown in Figures 1 to 3. As shown in Figure 1(a), the flooded area estimation device of this embodiment includes a smart center 1, a plurality of vehicles 2, a first user terminal 3, and a second user terminal 4.

[0011] The smart center 1 generates various information, for example, regarding road traffic conditions, using driving data acquired through a communication network from the following detection units of a moving vehicle 2, and is equipped with at least a data storage unit 5, an information processing unit 6, etc.

[0012] The data storage unit 5 acquires and stores the traveling data transmitted via a communication network from the following detection units of the traveling vehicle 2, and transmits the stored data to the information processing unit 6 in response to a request from the information processing unit 6. The traveling data is also called probe data.

[0013] The information processing unit 6 detects the vehicle's traffic history and whether or not a U-turn has been made based on the driving data stored in the data storage unit 5, and estimates flooded and non-flooded areas using the U-turn detection results, the traffic history detection results, elevation data, and land use type data, and also transmits (outputs) the estimation results to the first and second user terminals 3 and 4 in response to requests sent from the first and second user terminals 3 and 4.

[0014] The travel history is information that identifies the roads that vehicle 2 has traveled on, based on the travel data of vehicle 2. The elevation data and land use type data use, for example, a Digital Elevation Model (DEM) or land use subdivision mesh data that can be obtained from the Ministry of Land, Infrastructure, Transport and Tourism's website. The DEM is data that has elevation values ​​obtained by dividing the earth's surface into a mesh at equal intervals of latitude and longitude.

[0015] The information processing unit 6 is, for example, a known electronic control unit (ECU). The ECU includes a central processing unit (CPU), a non-volatile storage device (Read Only Memory: ROM), a temporary storage device (Random Access Memory: RAM), etc. The ROM stores various control programs and maps referenced when executing the various control programs. The CPU executes arithmetic processing based on the various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores the results of calculations performed by the CPU and data input from various sensors.

[0016] The vehicle 2 is a vehicle that has signed a contract to receive various services from the smart center 1, and is called, for example, a connected vehicle. The services include at least a notification function of road data including flooded and non-flooded areas.

[0017] This vehicle 2 is equipped with a detection unit (not shown) for detecting driving data, as well as a communication unit (not shown, Data Communication Module: DCM) for providing the driving data detected by the detection unit to the data storage unit 5 of the smart center 1 in real time or on-time via a communication network.

[0018] The traveling data includes position information and vehicle speed of the vehicle 2. Examples of the detection unit include an on-board acceleration sensor, an on-board wheel speed sensor, and a global positioning system (GPS). The on-board acceleration sensor detects the acceleration (longitudinal acceleration, lateral acceleration, etc.) of the vehicle 2. The traveling speed (vehicle speed) of the vehicle 2 is calculated from the wheel speed of each wheel detected by the on-board wheel speed sensor. The communication unit has a function of executing information and communications technology (ICT).

[0019] The first and second user terminals 3, 4 are owned by the user of the vehicle 2, and in addition to sending requests to the information processing unit 6 to output the estimated results, they also acquire the estimated results output from the information processing unit 6 and display the acquired estimated results on a display unit (not shown). The first user terminal 3 is, for example, a mobile terminal such as a smartphone, and the second user terminal 4 is, for example, a laptop or desktop personal computer.

[0020] Next, with reference to FIG. 1(b), a processing procedure of the submerged area estimation device according to one embodiment of the present invention will be described.

[0021] First, in step S1, the data storage unit 5 acquires driving data detected by detection units mounted on multiple vehicles 2 traveling on the road via a communication network, and also acquires elevation data and land use type data using, for example, a digital elevation model (DEM) or land use subdivision mesh data that can be acquired from the Ministry of Land, Infrastructure, Transport and Tourism's web page, and stores the various acquired data.

[0022] In step S2, the information processing unit 6 detects travel history data that identifies the roads traveled by the vehicle 2 based on the travel data acquired in step S1, and stores the acquired data. Here, based on the travel data acquired in step S1, a mesh (any mesh, for example, a 5m mesh) that is determined to include a travel trajectory is determined to be a mesh with a travel history.

[0023] In step S3, the information processing unit 6 detects whether or not the vehicle 2 has made a U-turn based on the travel data acquired in step S1, and stores the detected U-turn. A known technique can be used to detect whether or not the vehicle 2 has made a U-turn.

[0024] In step S4, the information processing unit 6 estimates flooded areas using the results of the traffic history detection in step S2, the results of the U-turn detection in step S3, the elevation data, and the land use type data, and stores the estimation results. This step S4 is performed for each road on which a U-turn is detected. Details of this step S4 will be described later with reference to FIG. 2(a).

[0025] In step S5, the information processing unit 6 estimates non-flooded areas using the results of the traffic history detection in step S2, the results of the U-turn detection in step S3, the elevation data, and the land use type data, as in step S4, and stores the estimation results. Details of step S5 will be described later with reference to Figure 2(b).

[0026] In step S6, the information processing unit 6 combines the estimation results into a single estimation result (flooding information including the flooded areas and the non-flooded areas), saves this estimation result as, for example, a Shp file or an HTML file, and transmits (outputs) the estimation result to the first and second user terminals 3 and 4 in response to requests sent from the first and second user terminals 3 and 4. Then, upon receiving the estimation results, the first and second user terminals 3 and 4 display the received estimation results on the display units (not shown) of the first and second user terminals 3 and 4.

[0027] Next, the flooded area estimation process in step S4 of FIG. 1(b) will be described with reference to FIG. 2(a) and FIG.

[0028] 3 is an image diagram used to explain an example of the flooded area estimation process and the non-flooded area estimation process, and the shape of each cell of the mesh sheet is arbitrary, but is assumed to be rectangular. In Fig. 3, 10 and 20 are roads where U-turns 11 and 21 were detected, 30 is a road with a travel history, 40 is a flooded area, 50 is an area where the road 30 with a travel history exists, 60 is a non-flooded area, and 70 is an area that cannot be classified as either the flooded area 40 or the non-flooded area 60.

[0029] On each of the roads 10 to 30, arbitrary points (for example, intersections) 10a, 10b..., 20a, 20b..., 30a, 30b, 30c... are specified in advance, and the section between each point is also called a link.

[0030] The flooded area estimation process shown in Fig. 2(a) is executed for each road 10, 20 on which a U-turn 11, 21 is detected. The roads 10, 20 are each defined as a section (link) between two adjacent points (10a, 10b, 20a, 20b).

[0031] In step S11, a reference point is determined based on the direction of the U-turns 11 and 21 in the mesh data shown in Fig. 3. Here, points 10b and 20b on the roads 10 and 20 where the U-turns 11 and 21 are detected, which are closest to the direction in which the vehicle 2 was originally intended to travel, are set as the reference points.

[0032] In step S12, meshes within the circular ranges 12, 22 of radii R1, R2 centered on the reference points (points 10b, 20b) determined based on the U-turns 11, 21 are retained in the mesh data. Here, an upper limit is set within the circular ranges 12, 22 of radii R1, R2. The radii R1, R2 are arbitrary and can be set to, for example, 500 m. The reason for setting the upper limit is that if the distance from the positions of the U-turns 11, 21 is too far, it is highly likely that the reason for the U-turns 11, 21 was due to factors other than flooding.

[0033] In step S13, meshes corresponding to roads 10 and 20 that have not been traveled in the mesh data are left. Generally, sections of roads that have been traveled in the past are considered not to be flooded, and are therefore excluded from candidates for flooded areas.

[0034] In step S14, if it is determined that a U-turn has occurred on an uphill slope in a mountainous area, the U-turn is not judged to be flooded. The uphill slope in a mountainous area can be determined based on elevation data from a digital elevation model, land use type data, etc. The reason for excluding U-turns on uphill slopes in a mountainous area is that it is unlikely that the U-turn has occurred due to flooding.

[0035] In step S15, meshes corresponding to points in the mesh data that have lower elevation values ​​than the detection points of the U-turns 11 and 21 are left as candidates for flooded areas because it is believed that the points with low elevation are prone to water accumulation.

[0036] In step S16, meshes that are contiguous with the detection points of the U-turns 11 and 12 are retained in the mesh data. For example, if the flooded area candidates are not continuous but are divided due to a history of traffic or a high elevation, only the area 40 (see the hatching that slopes downward to the left in Figure 3) that is continuous with the reference points (points 10b and 20b) determined based on the U-turns 11 and 21 is determined to be a flooded area. This is because, in the case of division, it is not possible to estimate from the detection points of the U-turns 11 and 21 whether water is accumulating beyond the divided points. After the flooded area 40 has been estimated in this way, the flooded area estimation process ends.

[0037] Next, the non-flooded area estimation process in step S5 of FIG. 1(b) will be described with reference to FIG. 2(b) and FIG.

[0038] The non-flooded area estimation process shown in Fig. 2(b) is executed for each road 30 that has been traveled. The unit of the road 30 is a section (called a link 30A) between two adjacent points (for example, 30a and 30b, 30b and 30c, etc.).

[0039] First, in step S21, a reference point for calculation by the information processing unit 6 is determined for a road 30 that has a travel history in the mesh data of Fig. 3. Here, points 30a, 30b, and 30c indicating the end points of the unit of road 30 are used as the reference points, and mesh data 80 (see the thick frame in Fig. 3) that includes the reference points is targeted.

[0040] In step S22, meshes within circular ranges 32 and 33 of radii R3 and R4 centered on two points 30a and 30b, which are the two end points of the link 30A, are left in the mesh data. Here, an upper limit is set for the circular ranges 32 and 33 of radii R3 and R4. The radii R3 and R4 are arbitrary and can be set to, for example, 500 m. The reason for setting the upper limit is that if the distance from two of the reference points 30a and 30b on the road 30 with a travel history is too far, it is considered that there is a high possibility that factors other than flooding will have a significant impact.

[0041] In step S23, meshes corresponding to points in the mesh data that have not been traveled are left. Here, points on roads 30 that have been traveled are excluded from candidates for non-flooded areas because they are classified as "roads with a travel history" separately from non-flooded areas.

[0042] In step S24, meshes corresponding to points that are not estimated to be flooded areas in the mesh data are left, i.e., flooded area determination is given priority over non-flooded area determination.

[0043] In step S25, meshes corresponding to areas in the mesh data that have higher elevation values ​​than the two points 30a and 30b, which are the two end points of the link 30A, are left as candidates for non-flooded areas, since points with elevations higher than the points 30a and 30b are considered not to have accumulated water.

[0044] In step S26, in the mesh data, meshes corresponding to an area 60 (see the hatching that slopes downward to the right in Figure 3) that is continuous with points 30a and 30b, which are the two end points of link 30A, are left. In other words, if the non-submerged area candidates are not continuous but are divided due to the presence of a flooded area or a low elevation, only the area 60 that is continuous with points 30a and 30b is determined to be a non-submerged area. This is because it is not possible to estimate from the travel history of points 30a and 30b whether water is accumulating beyond the divided area. After the non-submerged area 60 has been estimated in this way, the non-submerged area estimation process is terminated.

[0045] As described above, according to the embodiment of the present invention, the user of the vehicle 2 can quickly and easily obtain flooding information (including flooded areas 40 and non-flooded areas 60) on the roads 10 to 30. This enables the user to drive the vehicle 2 so as to avoid the roads 10 and 20 that are recognized as flooded areas 40.

[0046] The present invention is not limited to the above-described embodiments, but can be modified as appropriate within the scope of the claims and the equivalents thereof. [Industrial Applicability]

[0047] The present invention can be suitably used in a flooded area estimation device. [Explanation of symbols]

[0048] 1 Smart Center 2 Connected vehicles 3. First user terminal 4. Second user terminal 5 Data storage section 6. Information Processing Section 10,20 Roads where U-turns were detected 30 Roads with a history of traffic 40 Flooding area 60 Non-flooded area

Claims

[Claim 1] a vehicle equipped with a detection unit for detecting driving data; a data storage unit that acquires and stores the traveling data detected by the detection unit through a communication network; an information processing unit that detects the history of vehicle traffic and whether or not a U-turn has been made based on the travel data stored in the data storage unit, and estimates flooded and non-flooded areas using the results of the detection of the history of vehicle traffic, the results of the detection of the U-turn, elevation data, and land use type data; a user terminal owned by a user of the vehicle, which transmits a request to the information processing unit to output the estimated results to the information processing unit, and which displays the estimated results output from the information processing unit on a display unit.

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