Information processing device, information processing method, and program

Abstract

To enable efficient maintenance of a road.SOLUTION: A control unit in the information processing apparatus acquires a first value obtained by a sensor held by a vehicle, that is a first value related to the depression of a road for each of a plurality of road sections. The control unit in the information processing apparatus determines the priority of maintenance of the plurality of road sections based on the first value of each of the plurality of road sections.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present disclosure relates to an information processing device, an information processing method, and a program. [Background technology]

[0002] Patent Document 1 discloses a road surface condition estimation program. In the road surface condition estimation program disclosed in Patent Document 1, first sound data collected by a first microphone and second sound data collected by a second microphone are acquired while a vehicle is traveling. Here, the first microphone is a microphone set near the front wheels of the vehicle. Also, the second microphone is a microphone installed near the rear wheels of the vehicle. Then, in the road surface condition estimation program, cavities under the road surface on which the vehicle has traveled are detected based on the difference between the acquired first sound data and second sound data. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-15013 Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure aims to enable efficient maintenance of roads. [Means for solving the problem]

[0005] An information processing device according to a first aspect of the present disclosure includes: acquiring a first value related to a pothole in a road for each of a plurality of road sections, the first value being acquired by a sensor carried by the vehicle; determining a maintenance priority for the plurality of road sections based on the first value for each of the plurality of road sections; The control unit executes the above.

[0006] An information processing method according to a second aspect of the present disclosure includes: 1. A computer-implemented information processing method, comprising: acquiring a first value related to a pothole in a road for each of a plurality of road sections, the first value being acquired by a sensor carried by the vehicle; determining a maintenance priority for the plurality of road sections based on the first value for each of the plurality of road sections; Includes:

[0007] A program according to a third aspect of the present disclosure includes: A program for a computer to execute an information processing method, The information processing method includes: acquiring a first value related to a pothole in a road for each of a plurality of road sections, the first value being acquired by a sensor carried by the vehicle; determining a maintenance priority for the plurality of road sections based on the first value for each of the plurality of road sections; Including, program. [Effects of the Invention]

[0008] The present disclosure enables efficient maintenance of roads. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing a schematic configuration of a maintenance system according to an embodiment. [Figure 2] FIG. 2 is a diagram showing an example of the structure of a road managed by the maintenance server. [Figure 3] FIG. 3 is a block diagram illustrating an example of a functional configuration of the maintenance server. [Figure 4] FIG. 4 is a diagram showing an example of a table configuration of vehicle information held in the vehicle information database. [Figure 5]FIG. 5 is a diagram showing an example of a table configuration of road information held in the road information database. [Figure 6] FIG. 6 is a diagram showing an example of the time transition of the average fluctuation rate. [Figure 7] FIG. 7 is a flowchart of the determination process. DETAILED DESCRIPTION OF THE INVENTION

[0010] An information processing device according to a first aspect of the present disclosure is an information processing device that manages roads. Here, a case is assumed in which a cavity occurs under a road. In this case, if the cavity causes the road to collapse, there is a risk of danger to vehicles, pedestrians, and the like. Furthermore, a road that is in a more dangerous state than other roads due to a cavity under the road needs to be maintained earlier than the other roads. Therefore, it is necessary to set a maintenance priority for multiple roads.

[0011] If a cavity occurs under the road, it is expected that the pavement portion of the road will flex. In other words, it is expected that a depression will exist in the road. Therefore, a control unit in an information processing device according to a first aspect of the present disclosure acquires a first value related to depressions in the road for each of a plurality of road sections, which is a measurement value (hereinafter sometimes referred to as a "first value") acquired by a sensor carried by a vehicle. This enables the control unit in the information processing device to grasp cavities under the road in the plurality of road sections. The control unit in the information processing device determines the maintenance priorities of the plurality of road sections based on the first value corresponding to each of the plurality of road sections.

[0012] The information processing device according to the first aspect of the present disclosure determines the maintenance priorities of multiple road sections. This allows a road section that is more dangerous than other road sections due to cavities under the road to be given priority for maintenance over other road sections. In this way, efficient road maintenance is possible.

[0013] Specific embodiments of the present disclosure will be described below with reference to the drawings. The dimensions, materials, shapes, and relative positions of the components described in the present embodiments are not intended to limit the technical scope of the present disclosure unless otherwise specified.

[0014] <Embodiment> (System Overview) A maintenance system 1 according to this embodiment will be described with reference to Fig. 1 and Fig. 2. Fig. 1 is a diagram showing a schematic configuration of the maintenance system 1 according to this embodiment. The maintenance system 1 includes a plurality of vehicles 10 and a maintenance server 200. In the maintenance system 1, the plurality of vehicles 10 and the maintenance server 200 are interconnected by a network N1. The network N1 may be, for example, a WAN (Wide Area Network), which is a global public communication network such as the Internet, or a telephone communication network such as a mobile phone.

[0015] (vehicle) Vehicle 10 is a vehicle having a wheel speed sensor 100. Here, wheel speed sensor 100 is a sensor that measures the wheel speed of vehicle 10. Vehicle 10 transmits sensor information including the wheel speed of vehicle 10 acquired by wheel speed sensor 100 and the position of vehicle 10 acquired by a GPS sensor possessed by vehicle 10 to maintenance server 200 via network N1. At this time, vehicle 10 repeatedly transmits the sensor information to maintenance server 200 at a predetermined cycle.

[0016] (Maintenance server) The maintenance server 200 is a server that manages a plurality of roads. FIG. 2 is a diagram showing an example of the structure of a road managed by the maintenance server 200. The road shown in FIG. 2 is a road paved with asphalt. As shown in FIG. 2, the road is paved with asphalt on top of earth and sand. Furthermore, in the road shown in FIG. 2, cavities have occurred under the road (asphalt). Here, the cavities under the road are caused by the runoff of some of the earth and sand that exists under the road.

[0017] In the example shown in Figure 2, the existence of a cavity under the asphalt causes the asphalt to flex. As a result, a portion of the road is sunken in the example shown in Figure 2. Furthermore, it is expected that the cavity in the soil under the road will grow larger as the soil under the road continues to flow out. As a result, the larger the cavity in the soil under the road, the greater the flexure of the asphalt. Therefore, it is expected that the larger the cavity in the soil under the road, the greater the flexure of the road (flexure of the asphalt).

[0018] Therefore, the maintenance server 200 grasps the state of the depression in the road based on the sensor information received from the vehicle 10 that has traveled on the road. This enables the maintenance server 200 to grasp the state of the cavity under the road. The method by which the maintenance server 200 grasps the state of the cavity under the road based on the sensor information will be described in detail later.

[0019] The maintenance server 200 includes a computer having a processor 210, a main memory 220, an auxiliary memory 230, and a communication interface (communication I / F) 240. The processor 210 is, for example, a central processing unit (CPU) or a digital signal processor (DSP). The main memory 220 is, for example, a random access memory (RAM). The auxiliary memory 230 is, for example, a read-only memory (ROM). The auxiliary memory 230 is, for example, a hard disk drive (HDD) or a disc recording medium such as a CD-ROM, a DVD disc, or a Blu-ray disc. The auxiliary memory 230 may also be a removable medium (portable storage medium). Examples of removable media include a USB memory or an SD card. The communication I / F 240 is, for example, a local area network (LAN) interface board or a wireless communication circuit for wireless communication.

[0020] In the maintenance server 200, the auxiliary storage unit 230 stores an operating system (OS), various programs, various information tables, and the like. In addition, in the maintenance server 200, the processor 210 loads the programs stored in the auxiliary storage unit 230 into the main storage unit 220 and executes them, thereby realizing various functions as described below. However, some or all of the functions of the maintenance server 200 may be realized by hardware circuits such as ASICs or FPGAs. Note that the maintenance server 200 does not necessarily have to be realized by a single physical configuration, and may be made up of multiple computers that work together.

[0021] (Functional configuration) Next, the functional configuration of the maintenance server 200 that constitutes the maintenance system 1 according to this embodiment will be described with reference to Fig. 3 to Fig. 6. Fig. 3 is a block diagram that schematically shows an example of the functional configuration of the maintenance server 200.

[0022] The maintenance server 200 is configured to include a control unit 201, a communication unit 202, a vehicle information DB 203, and a road information DB 204. The control unit 201 has a function of performing arithmetic processing for controlling the maintenance server 200. The control unit 201 can be realized by a processor 210 in the maintenance server 200. The communication unit 202 has a function of connecting the maintenance server 200 to the network N1. The communication unit 202 can be realized by a communication I / F 240 in the maintenance server 200.

[0023] The control unit 201 repeatedly receives sensor information from the vehicle 10 at a predetermined interval using the communication unit 202. The control unit 201 stores the sensor information received from the vehicle 10 in the vehicle information DB 203. The vehicle information DB 203 has a function of retaining vehicle information. The vehicle information DB 203 can be realized by the auxiliary storage unit 230 in the maintenance server 200. FIG. 4 is a diagram showing an example of a table configuration of vehicle information retained in the vehicle information DB 203. As shown in FIG. 4, the vehicle information has a vehicle ID field, a date and time field, a vehicle position field, and a wheel speed field.

[0024] An identifier (vehicle ID) for identifying the vehicle is input into the vehicle ID field. The date and time field is input with the date and time when the wheel speed of the vehicle 10 is acquired by the wheel speed sensor 100 of the vehicle 10 based on the sensor information. The vehicle position field is input with the position of the vehicle 10 based on the sensor information. The vehicle position field is input with, for example, the latitude and longitude of the position of the vehicle 10. The wheel speed field is input with information related to the wheel speed of the vehicle 10 at the position of the vehicle 10 input into the vehicle position field. Here, the wheel speed field is input with the rotational speed of the wheels of the vehicle 10, etc. The control unit 201 can ascertain the past positions of the vehicle 10 and the wheel speeds at those positions by acquiring the vehicle information stored in the vehicle information DB 203.

[0025] The road information DB 204 has a function of storing road information. The road information DB 204 can be realized by the auxiliary storage unit 230 in the maintenance server 200. Fig. 5 is a diagram showing an example of the table configuration of road information stored in the road information DB 204. As shown in Fig. 5, the road information has a section ID field, an expected traffic volume field, and a map information field.

[0026] An identifier (section ID) for identifying a road section is entered in the section ID field. The expected traffic volume field is entered with the expected traffic volume of the road section corresponding to the section ID entered in the section ID field. Here, the expected traffic volume is entered as the traffic volume per unit time that vehicles are expected to travel in the road section. The expected traffic volume field is entered with the number or weight of vehicles per unit time that are expected to travel in the road section. Note that a road section may be defined by multiple road links or by a single road link. Also, a single road link may be divided into multiple sections, each of which may be assigned a section ID. Also, the multiple road sections may be multiple road sections on the same road, or multiple road sections on two or more different roads.

[0027] The map information field is input with map information for the road section corresponding to the section ID input in the section ID field. The map information is information relating to the position of each point in the road section. The positions of multiple points on the road section are input in the map information field using latitude and longitude. By acquiring road information from the road information DB 204, the control unit 201 calculates the estimated traffic volume for each road section and the positions of points included in each road section. It is possible to understand the following.

[0028] The control unit 201 can grasp the rate of variation in wheel speed while the vehicle 10 is traveling at multiple points on each road section by acquiring vehicle information and road information from the vehicle information DB 203 and the road information DB 204, respectively. Specifically, the control unit 201 acquires information relating to the positions of multiple points on each road section from the map information in the road information held in the road information DB 204. The control unit 201 also acquires the position at which the vehicle 10 was located, which is input into the vehicle position field in the vehicle information held in the vehicle information DB 203. The control unit 201 then refers to the position at which the vehicle 10 was located and the information relating to the positions of multiple points on each road section, to identify the road on which the vehicle 10 traveled.

[0029] Furthermore, the control unit 201 acquires the wheel speed of the vehicle 10 at each point when the vehicle 10 travels on the identified road section based on the vehicle information. Then, the control unit 201 calculates the fluctuation rate of the wheel speed of the vehicle 10 when the vehicle 10 travels on each point on the road section. Specifically, the control unit 201 calculates the fluctuation rate of the wheel speed of the vehicle 10 as the difference between the wheel speed at a certain point on the road section and the wheel speed at a point just before the certain point in the traveling direction of the vehicle 10.

[0030] Here, a cavity has formed under the road, causing a depression in the road. At this time, it is expected that the wheel speed of the vehicle 10 will be more likely to fluctuate due to the influence of the depression in the road, and the fluctuation rate of the wheel speed will increase. Furthermore, it is expected that the larger the depression in the road (the bending of the asphalt), the greater the fluctuation rate of the wheel speed. Therefore, the control unit 201 calculates the average value (hereinafter, sometimes referred to as the "average fluctuation rate") of the fluctuation rate of the wheel speed when multiple vehicles 10 travel through each point in the road section. The control unit 201 calculates the average fluctuation rate at each point in the road section for each unit period based on the fluctuation rate of the wheel speed when multiple vehicles 10 travel through each point during the unit period. In this way, the control unit 201 calculates the time transition of the average fluctuation rate. Here, the unit period is a predetermined period such as one month.

[0031] In this embodiment, each road section includes a plurality of points. Therefore, in this embodiment, the control unit 201 calculates the maximum value of the average fluctuation rates of the plurality of points in each road section as the average fluctuation rate for each road section. In other words, the control unit 201 calculates the average fluctuation rate of the largest point in each road section as the average fluctuation rate for each road section. This allows the control unit 201 to grasp the average fluctuation rate of the point with the largest depression in each road section.

[0032] FIG. 6 is a diagram showing an example of the change over time in the average fluctuation rate. FIG. 6 shows the average fluctuation rates of two road sections, road section A and road section B. In FIG. 6, the average fluctuation rate of road section A is indicated by a white circle. In FIG. 6, the average fluctuation rate of road section B is indicated by a black circle. As shown in FIG. 6, the average fluctuation rates of road sections A and B have been increasing since time point A. Therefore, it is assumed that the depressions in the roads of road sections A and B have become larger since time point A. In other words, it is assumed that the cavities under the roads of road sections A and B have become larger since time point A.

[0033] Here, as shown in FIG. 6, after time point A, the slope of the average fluctuation rate of road section A is larger than the slope of the average fluctuation rate of road section B. In other words, after time point A, the rate of change of the average fluctuation rate (hereinafter, sometimes referred to as the "specific change rate") is larger in road section A than in road section B. In other words, it is assumed that the depression in road section A is growing faster and larger than that in road section B. In other words, the cavity under road section A is larger than that in road section B. It is assumed that the cavity under the road is growing faster than the cavity under the road. Therefore, it is assumed that road section A needs to be maintained earlier than road section B. Therefore, the control unit 201 determines the priority (hereinafter, may be simply referred to as "priority") for performing maintenance on road section A and road section B based on the specific change rate so that road section A has a higher priority than road section B. As a result, road section A, where the cavity under the road is growing faster than road section B, will be maintained earlier than road section B. In this way, the control unit 201 determines the priority of road sections with a large specific change rate based on the specific change rate so that the priority of road sections with a small specific change rate is higher than the priority of road sections with a small specific change rate.

[0034] Here, among the multiple road sections, there may be at least two road sections (hereinafter, sometimes referred to as "specific sections") where the difference between the specific change rates is equal to or less than a predetermined value. The predetermined value is set as a value that, even if the specific change rates of the two specific sections are different, is considered to be a small difference in the rate at which the cavities under the road are growing in the two specific sections, as long as the difference between the specific change rates is equal to or less than the predetermined value. In this case, the control unit 201 determines the priority of the at least two specific sections based on the estimated traffic volume of each specific section.

[0035] Here, it is assumed that road sections with high expected traffic volumes will be more affected by a road collapse than road sections with low expected traffic volumes. Therefore, in this modification, the maintenance server 200 determines the priority of the road section with high expected traffic volumes, out of at least two specific sections, to be higher than the priority of the road section with low expected traffic volumes. As a result, maintenance of road sections that are expected to be more affected by a road collapse can be carried out earlier.

[0036] (Decision process) Next, the determination process executed by the control unit 201 in the maintenance server 200 in the maintenance system 1 will be described with reference to Fig. 7. Fig. 7 is a flowchart of the determination process. The determination process is a process for determining the priority of multiple road sections. The determination process is repeatedly executed at predetermined intervals.

[0037] In the determination process, first, in S101, road information is acquired from the road information DB 204. This allows the control unit 201 to grasp each point in the multiple road sections. Next, in S102, vehicle information is acquired from the vehicle information DB 203. Next, in S103, the wheel speeds of the multiple vehicles 10 at each point in the multiple road sections are acquired based on the acquired road information and vehicle information. Next, in S104, the time transition of the average fluctuation rate of the multiple road sections is calculated based on the wheel speeds of the multiple vehicles 10 at each point in the multiple road sections. Next, in S105, the specific change rate for each road section is calculated.

[0038] Next, in S106, it is determined whether there are at least two specific sections based on the calculated specific change rates. If the determination in S106 is negative, the difference in the specific change rates between the road sections is greater than a predetermined value, and it is assumed that the rate at which the cavities under the road are growing in each road section is not very different. Therefore, in S107, the priorities of the multiple road sections are determined based on the specific change rates of the multiple road sections. The determination process is then temporarily terminated.

[0039] If a positive determination is made in S106, the estimated traffic volume for each specific section is acquired from the road information DB 204 in S108. Next, in S109, the priority of each road section is determined based on the estimated traffic volume for each specific section. Specifically, the higher the specific change rate of a road section, the higher the priority of a plurality of roads including at least two specific sections. Furthermore, the higher the estimated traffic volume of the specific section, the higher the priority of at least two specific sections. In this way, the priority of a specific section and sections other than the specific section is determined. A priority is determined for a plurality of road sections including the road section (1) and the road section (2).

[0040] As described above, the maintenance system 1 determines the maintenance priorities for multiple road sections. This makes it possible to prioritize maintenance of road sections that are more dangerous than other road sections due to cavities under the road. In this way, efficient road maintenance is possible.

[0041] (Variation 1) In this embodiment, the maintenance server 200 determines the priority based on sensor information received from the vehicle 10, including the wheel speed of the vehicle 10 and the position of the vehicle 10. Meanwhile, it is assumed that when the vehicle 10 is traveling through a pothole in the road, the pothole may cause an impact on the vehicle 10. Therefore, it is assumed that when the vehicle 10 is traveling through a pothole in the road, the pothole may cause acceleration on the vehicle 10. Therefore, the vehicle 10 may acquire the acceleration acting on the vehicle 10 using an acceleration sensor instead of the wheel speed sensor 100. Specifically, the acceleration sensor in the vehicle 10 acquires the vertical acceleration acting on the vehicle 10. The vehicle 10 transmits the acceleration acting on the vehicle 10 acquired by the acceleration sensor and information including the position of the vehicle 10 as sensor information to the maintenance server 200 via the network N1.

[0042] Here, it is expected that as the cavity under the road becomes larger, the amount of deflection of the asphalt increases. Therefore, it is expected that as the cavity under the road becomes larger, the depression in the road will become larger. Therefore, it is expected that the larger the cavity under the road, the greater the impact that the vehicle 10 will experience when passing through the depression in the road. Therefore, it is expected that the larger the cavity under the road, the greater the vertical acceleration that the vehicle 10 will experience. Therefore, the maintenance server 200 can grasp the state of the depression in the road based on the acceleration of the vehicle 10. Therefore, the maintenance server 200 may determine the priority of multiple road sections based on the acceleration of the vehicle 10 received from the vehicle 10.

[0043] In this case, the vehicle information stored in the vehicle information DB 203 in the maintenance server 200 has an acceleration field instead of a wheel speed field. Then, based on the vehicle information and road information, the maintenance server 200 acquires the acceleration of the vehicle 10 when the vehicle 10 travels through each road section. Then, the maintenance server 200 calculates the average value of the accelerations of the multiple vehicles 10 when the multiple vehicles 10 travel through the road section (hereinafter, sometimes referred to as "average acceleration") for each unit period. In this way, the maintenance server 200 calculates the time transition of the average acceleration. Then, the maintenance server 200 determines the priority order based on the rate of change of the average acceleration.

[0044] (Variation 2) In this embodiment, the maintenance server 200 determines the priority based on a specific change rate calculated based on the time transition of the average change rate. However, the maintenance server 200 does not necessarily have to determine the priority based on the specific change rate. For example, it is assumed that the larger the average change rate of each road section, the larger the depression in the road in that road section. Therefore, the maintenance server 200 may determine the priority in descending order of the average change rate of each road section, for example.

[0045] (Variation 3) In this embodiment, the maintenance server 200 determines the priority of multiple road sections by calculating a specific fluctuation rate. In Modification 1, the maintenance server 200 determines the priority based on the rate of change of average acceleration. However, the maintenance server 200 does not necessarily determine the priority of multiple road sections based on the specific fluctuation rate or the rate of change of average acceleration. The maintenance server 200 can grasp the progress of the depression on the road based on the time course of the average fluctuation rate or the time course of the average acceleration. Therefore, the maintenance server 200 may determine the priority of multiple road sections based on the progress of the depression on the road in multiple road sections using a known method.

[0046] (Variation 4) In this embodiment, the maintenance server 200 calculates the time transition of the average fluctuation rate by calculating the average fluctuation rate for each unit period based on the wheel speeds of multiple vehicles 10 for each unit period. Meanwhile, it is assumed that the size of depressions in roads varies due to changes in the physical properties of the road pavement (asphalt) caused by factors such as temperature. Therefore, in this modified example, the maintenance server 200 calculates the average fluctuation rate for a predetermined period based on the wheel speeds of multiple vehicles 10 for that period. Here, the predetermined period is, for example, a period determined by a season. The maintenance server 200 then determines the priority of multiple road sections based on the time transition of the average fluctuation rate for that predetermined period. In other words, the maintenance server 200 determines the priority of multiple road sections based on the annual time transition of the average fluctuation rate for a specific season. This enables efficient maintenance of multiple road sections, taking into account the average fluctuation rate of wheel speeds that changes depending on the time of year, such as the season. The predetermined period may be, for example, a period determined by average temperature.

[0047] <Other embodiments> The above-described embodiment is merely an example, and the present disclosure may be modified as appropriate within the scope of the present disclosure. Furthermore, the processes and means described in the present disclosure may be freely combined and implemented as long as no technical contradiction occurs.

[0048] Furthermore, a process described as being performed by one device may be shared and executed by multiple devices. Alternatively, a process described as being performed by different devices may be executed by a single device. In a computer system, the hardware configuration (server configuration) by which each function is realized can be flexibly changed.

[0049] The present disclosure can also be realized by providing a computer program implementing the functions described in the above embodiments to a computer, and having one or more processors in the computer read and execute the program. Such a computer program may be provided to the computer via a non-transitory computer-readable storage medium connectable to the computer's system bus or via a network. Non-transitory computer-readable storage media include any type of medium suitable for storing electronic instructions, such as a magnetic disk (e.g., a floppy disk or a hard disk drive (HDD)), an optical disk (e.g., a CD-ROM, a DVD disk, or a Blu-ray disk), a read-only memory (ROM), a random-access memory (RAM), an EPROM, an EEPROM, a magnetic card, a flash memory, or an optical card. [Explanation of symbols]

[0050] 1. Maintenance System 10. Vehicle 100··Wheel speed sensor 200 Maintenance Server 201 Control section 202··Communications Department 203 Vehicle Information DB 204...Road information DB

Claims

1. acquiring, for each of a plurality of road sections, a rate of change in a first value, which is an average rate of change in wheel speed measured by a wheel speed sensor mounted on the vehicle or an average acceleration measured by an acceleration sensor mounted on the vehicle; determining whether or not there are two or more specific sections among the plurality of road sections, in which the difference in the rate of change of the acquired first value is equal to or less than a predetermined value; If there are two or more specific sections, obtaining a second value related to traffic volume for each of the two or more specific sections; determining a maintenance priority for the two or more specific sections based on the acquired second value; and determining a maintenance priority for road sections other than the two or more specific sections among the plurality of road sections based on the acquired rate of change of the first value; and If the two or more specific sections do not exist, determining the maintenance priorities of the plurality of road sections based on the acquired change rate of the first value; A control unit that executes Information processing device.

2. 1. A computer-implemented information processing method, comprising: acquiring, for each of a plurality of road sections, a rate of change in a first value, which is an average rate of change in wheel speed measured by a wheel speed sensor mounted on the vehicle or an average acceleration measured by an acceleration sensor mounted on the vehicle; determining whether or not there are two or more specific sections among the plurality of road sections, in which the difference between the acquired change rates of the first values is equal to or less than a predetermined value; If there are two or more specific sections, obtaining a second value related to traffic volume for each of the two or more specific sections; determining a maintenance priority for the two or more specific sections based on the acquired second value; and determining a maintenance priority for road sections other than the two or more specific sections among the plurality of road sections based on the acquired rate of change of the first value; and If the two or more specific sections do not exist, determining the maintenance priorities of the plurality of road sections based on the acquired change rate of the first value; Including, Information processing methods.

3. A program for a computer to execute an information processing method, The information processing method includes: acquiring, for each of a plurality of road sections, a rate of change in a first value, which is an average rate of change in wheel speed measured by a wheel speed sensor mounted on the vehicle or an average acceleration measured by an acceleration sensor mounted on the vehicle; determining whether or not there are two or more specific sections among the plurality of road sections, in which the difference between the acquired change rates of the first values is equal to or less than a predetermined value; If there are two or more specific sections, obtaining a second value related to traffic volume for each of the two or more specific sections; determining a maintenance priority for the two or more specific sections based on the acquired second value; and determining a maintenance priority for road sections other than the two or more specific sections among the plurality of road sections based on the acquired rate of change of the first value; and If the two or more specific sections do not exist, determining the maintenance priorities of the plurality of road sections based on the acquired change rate of the first value; Including, program.

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