CN102208137B - Detour support system of vehicle at the time of disaster - Google Patents

Abstract

The invention provides a road bypassing support system of vehicles applied in hazardous conditions, which can effectively support a two-wheel rescuing army. The road bypassing support system of vehicles in hazardous condition supports the vehicles to bypass roads according to detected data of vehicles. Four-wheel vehicles and two-wheel vehicles are respectively provided with detected data collection devices (200) for acquiring detected data. The detected data acquired by the detected data collection devices (200) include vehicles categorical IDs distinguishing the four-wheel vehicles and the two-wheel vehicles. According to the detected data including the vehicle categorical IDs and acquired by the detected data collection devices respectively equipped on the four-wheel vehicles and the two-wheel vehicles, three types of road traffic information will be generated, namely roads that both the four-wheel vehicles and the two-wheel vehicles can not pass; roads that the four-wheel vehicle can not pass but the two-wheel vehicle can; roads both the four-wheel vehicles and the two-wheel vehicles can pass.

Description

Detour support system of vehicle at the time of disaster

technical field

The present invention relates to a detour support system for vehicles during a disaster. It mainly relates to the technology that can effectively support the activities of the second rescue force in the event of a disaster.

Background technique

At present, it is known that after reliably evaluating the safety level of each road (road section) in the disaster-occurring area in view of the actual disaster situation, it is possible to support the navigation of moving objects such as motor vehicles by a guidance device (hereinafter also referred to as a navigation device). Guided technology (for example, Patent Document 1).

Patent Document 1: Japanese Patent No. 4177422

The prior art described above basically generates road traffic information based on detection data from four-wheeled vehicles. Therefore, conventionally, support is provided based on road traffic information that if four-wheel vehicles cannot pass, two-wheel vehicles cannot pass.

On the other hand, at the time of a disaster, there are road conditions in which two-wheel vehicles can pass even if four-wheel vehicles cannot pass.

On the other hand, in the prior art, it is impossible to obtain road information that two-wheel vehicles can pass even if four-wheel vehicles are impassable. Therefore, the two-wheel rescue force that does not need to detour also detours. As a result, it is not necessarily It can effectively support the activities of the second round of rescue forces.

Contents of the invention

Therefore, the problem to be solved by the present invention is to provide a vehicle detour support system at the time of a disaster that can effectively support the activities of a two-wheeled rescue force.

In order to solve the above-mentioned problems, the vehicle detour support system at the time of disaster of the present invention supports the vehicle detour based on the travel data (probe data) of the contracted vehicle when a disaster occurs, and the vehicle detour support system at the time of the disaster The system is characterized by,

The four-wheeled vehicle and the two-wheeled vehicle as contract vehicles are respectively provided with a detection data collection device for obtaining detection data, and the detection data obtained by the detection data collection device additionally distinguishes the vehicle types of the four-wheeled vehicle and the two-wheeled vehicle ID,

Based on the detection data with the vehicle type ID obtained from the respective detection data collection devices of the four-wheeled vehicle and the two-wheeled vehicle, road traffic information is generated that divides the roads into:

Roads where neither four-wheeled vehicles nor two-wheeled vehicles can pass;

Roads where four-wheel vehicles cannot pass but two-wheel vehicles can pass;

A road that both four-wheelers and two-wheelers can pass.

According to the detour support system for vehicles at the time of a disaster, information on roads that two-wheel vehicles can pass even if four-wheel vehicles cannot pass can be obtained, thereby supporting the rapid activities of two-wheel rescue forces.

It may be configured that the detection data collection device is constituted by a navigation device, and the navigation device is installed on the contract vehicle and communicates with a system server that can be accessed according to the contract via a communication network device.

In addition, the detour support system may be configured such that the information on the probe data collection area including the disaster occurrence area is obtained from the disaster information center server, and the information generated based on the travel data (probe data) of the contracted vehicle in the area is generated. Describe road traffic information.

Preferably, the vehicle category ID used for the two-wheeled vehicle includes an identifier for distinguishing an off-road vehicle from a motorcycle on the road, and the off-road vehicle refers to bad roads in mountains with high off-road performance and the lowest ground clearance of the vehicle. The high-height vehicle refers to a vehicle with a minimum ground clearance lower than that of an off-road vehicle and high-speed driving performance in cities with many flat roads.

With such a configuration, it is possible to further clarify which type of road the "roads where four-wheel vehicles cannot pass but two-wheel vehicles can pass" is a road on which two-wheel vehicles can travel, thereby enabling more rapid activities of the two-wheel rescue force. .

Preferably, the vehicle type ID is a body number of a vehicle to which the vehicle type ID is assigned or an ID including the body number.

According to this configuration, the vehicle type name and model year can be automatically identified from the vehicle type ID, thereby automatically identifying whether the two-wheeled vehicle is an off-road vehicle or a road vehicle.

Preferably, when the owner of the contract vehicle has set a destination, both the support route for the four-wheel vehicle and the support route for the two-wheel vehicle are generated based on road traffic information, and sent to The navigation device of the contract vehicle provides the support route.

With such a configuration, the support route for the four-wheel rescue unit and the support route for the second-round rescue unit can be clarified separately, thereby effectively supporting the activities of the four-wheel rescue unit and the second-round rescue unit.

Preferably, the support course for the four-wheel vehicle is generated using the cost for the four-wheel vehicle, and the support course for the two-wheel vehicle is generated using the cost for the two-wheel vehicle.

With such a configuration, it is possible to generate a more suitable support course for four-wheel vehicles and a support course for two-wheel vehicles.

Description of drawings

FIG. 1 is a system configuration diagram showing an embodiment of a vehicle detour support system at the time of a disaster according to the present invention.

Figure 2 is an illustration of the system's work.

3( a ) ( b ) ( c ) are explanatory diagrams of the method of evaluating link costs.

Fig.4 (a)(b) is explanatory drawing of the evaluation method of link cost.

5( a ) and ( b ) are explanatory diagrams of an evaluation method of a link cost.

6( a ) and ( b ) are explanatory diagrams related to navigation routes before and after a disaster occurs.

Fig. 7(a) is a side view showing an off-road type two-wheeled vehicle, and Fig. 7(b) is a side view showing an on-road type two-wheeled vehicle.

8 is a schematic diagram showing an example of a road state in a disaster-occurring area, where (a) is a diagram showing a road state before a disaster occurs (ordinarily), and (b) is a diagram showing an example of the cost of the link.

Fig. 9 is a schematic diagram showing an example of the road state in this area after the disaster occurred, (a) is a diagram showing an example of the road state after the disaster occurred and the detection data obtained from this area, (b) is a diagram showing the road state in the area after the disaster occurred A diagram of an example of cost evaluation of a link.

Symbol Description:

200 navigation device (detection data collection device)

Support course for rc four-wheelers

rb support line for two-wheeled vehicles

Detailed ways

Hereinafter, an embodiment of a vehicle detour support system at the time of a disaster according to the present invention will be described with reference to the drawings.

FIG. 1 is a system configuration diagram showing an embodiment of a vehicle detour support system at the time of a disaster according to the present invention, and FIG. 2 is an operation explanatory diagram of the system.

As shown in FIG. 1 , the vehicle detour support system at the time of a disaster includes a disaster information center server 10 , a navigation server 100 , and a navigation device 200 mounted on an automobile 2 , each of which can be connected to a network.

The motor vehicle 2 includes a two-wheeled vehicle 2b and a four-wheeled vehicle 2c. The navigation device 200 mounted on the two-wheeled vehicle 2b and the navigation device 200 mounted on the four-wheeled vehicle 2c may have the same structure (but different vehicle identification IDs, etc.), The navigation device mounted on the two-wheeled vehicle 2b is called a navigation device 200b, and the navigation device mounted on the four-wheeled vehicle 2c is called a navigation device 200c. In addition, these navigation devices are also collectively referred to simply as the navigation device 200 .

The navigation server 100 shown in Fig. 1 is made up of one or more computers that can respectively communicate with the disaster information center server 10 and the navigation device (also equivalent to "detection data collection device") 200 through the network, wherein the navigation device 200 It is mounted on the contracted vehicle of the owner, for example, the motor vehicle or the motorcycle 2, who has made a contract to acquire information such as traffic jam information by connecting to the navigation server.

The navigation server 100 includes a support map storage unit 102 , a road traffic information storage unit 104 , a first support processing unit 110 , and a second support processing unit 120 .

Support map information is stored in the support map storage unit 102 . In the support map information, the position, shape, and posture of each road segment constituting the road are represented by a column of coordinates ((latitude, longitude) or (latitude, longitude, height)), and each road segment is marked to identify the Link identification information of each link.

In this specification, a "link" refers to a line segment (road) that connects nodes on the road network representation. A node refers to a node on a road network representation.

Probe data transmitted from the navigation device 200 to the navigation server 100 and road traffic information transmitted to the navigation server 100 from a server of a road traffic information center or the like are stored in the road traffic information storage unit 104 .

The first support processing unit 110 receives the positions of the motor vehicle 2 at a plurality of times from the navigation device (probe data collection device) 200 mounted on the motor vehicle 2 as “probe data”. The number (VIN) for identifying the motor vehicle 2 is included in the probe data, whereby it is possible to identify what kind of vehicle 2 the multiple probe data are.

More specifically, the probe data obtained by the probe data collecting devices 200b and 200c installed on the two-wheel vehicle 2b and the four-wheel vehicle 2c include vehicle type IDs for distinguishing between four-wheel vehicles and two-wheel vehicles. Furthermore, the vehicle type ID for the two-wheeled vehicle 2b includes an identifier for distinguishing between an off-road vehicle and a road motorcycle. A vehicle with a high minimum ground clearance, the road motorcycle refers to a vehicle with a minimum ground clearance lower than that of an off-road vehicle as shown in FIG.

In this case, the vehicle type ID can be automatically specified from the vehicle type ID by the vehicle body number of the vehicle to which the vehicle type ID is assigned or an ID including the vehicle type ID. Therefore, it can be automatically identified whether the two-wheeled vehicle 2b is an off-road vehicle or a road vehicle.

The first support processing unit 110 receives road traffic information such as travel costs for each link from a server of a road traffic information center or the like.

The second support processing unit 120 extracts links included in the area where the disaster occurred based on communication with the disaster information center server (disaster information source) 10, and evaluates the cost of each extracted link based on probe data or the like.

The evaluation of this cost is based on the detection data obtained by the detection data collection device 200b installed on the two-wheeled vehicle 2b and the detection data obtained by the detection data collection device 200c provided on the four-wheeled vehicle 2c. use and four-wheel vehicles, and generate the cost for two-wheel vehicles and the cost for four-wheel vehicles. Furthermore, for two-wheeled vehicles, the cost and road driving The cost of the car.

The second support processing unit 120 generates road traffic information for four-wheel vehicles and two-wheel vehicles based on the support map information, the above-mentioned various probe data (and the road traffic information obtained from the road traffic information center), and the above-mentioned various costs, Furthermore, road traffic information for off-road vehicles and road traffic information for road vehicles is generated for the road traffic information for motorcycles. The second support processing unit 120 transmits part or all of the road traffic information to the navigation device 200 . That is, the second assistance processing unit 120 may be configured to transmit all types of road traffic information described above to all navigation devices 200 mounted on two-wheeled and four-wheeled vehicles, for example, may be configured to transmit the two-wheeled vehicle information to two-wheeled vehicles. Send road traffic information for four-wheel vehicles to four-wheel vehicles. Furthermore, the road traffic information for the off-road vehicle may be transmitted to the off-road vehicle and the road traffic information for the off-road vehicle may be transmitted to the off-road vehicle.

The navigation device 200 is constituted by an ECU or a computer as hardware mounted on the vehicle 2 , and a navigation program as software stored in a memory and providing various functions to the computer. It should be noted that the navigation program may be initially stored in the memory (ROM) of the on-board computer, or part or all of the program may be sent from a server (not shown) via a network or a satellite at any time such as when the on-board computer sends a request. The broadcast is downloaded to or broadcast to the on-board computer, and stored in memory (EEPROM, RAM) or the like.

The navigation device 200 includes an input device 201 , an output device 202 , a navigation map storage unit 204 , a first processing unit 210 , and a second processing unit 220 .

The input device 201 can be composed of operation buttons mounted on the center panel of a four-wheeled vehicle or a joystick of a two-wheeled vehicle, and a microphone mounted on a helmet, and various settings can be made according to user's operations or utterances.

The output device 202 can be constituted by a display device mounted on a center console of a four-wheel vehicle or a joystick of a two-wheel vehicle, and displays or outputs map information and the like.

Navigation map information and the like to be output to the output device 202 are stored in the navigation map storage unit 204 . In the navigation map information, the position, shape, posture, etc. of each link constituting the road are represented by a coordinate list, and link identification information for identifying each link is added to each link. Since the specifications and data structures of the navigation map information and the supporting map information are different, link matching can be performed by adding common link identification information to the same link even if the definitions of coordinate columns in each map information are different.

The first processing unit 210 causes the navigation server 100 to recognize the departure position P1 and the destination position P2 of the motor vehicle 2 based on the communication with the navigation server 100 .

The second processing unit 220 may be configured to be able to recognize some or all of the above-described various road traffic information generated by the navigation server 100 through communication with the navigation server 100 . The second processing unit 220 sets a navigation route r based on the road traffic information and the navigation map information stored in the navigation map storage unit 202 , and outputs the navigation route r to the output device 202 . That is, when the navigation device 200 is a navigation device 200b mounted on a motorcycle, the second processing unit 220 sets a navigation route rb for the motorcycle (see FIG. 6(b)), and in the navigation device 200 is In the case of the navigation device 200c mounted on a four-wheel vehicle, the second processing unit 220 sets a navigation route rc for the four-wheel vehicle (see FIG. 6( b )). Furthermore, in the case where the navigation device 200 is a navigation device mounted on an off-road vehicle, the second processing unit 220 may set a navigation route r (not shown) for an off-road vehicle. In the case of a navigation device on a mobile phone, the second processing unit 220 can set a navigation route r (not shown) for a road vehicle.

It should be noted that the "identification" information of the structural element of the navigation server 100 or the navigation device 200 means that the structural element executes all information processing for preparing the information in advance for other information processing, specifically: receiving information; Information is searched or read from a database or memory; information is calculated, estimated, set, determined, searched, etc. by means of arithmetic processing based on basic information obtained through reception; data packets are decoded to make information appear; The obtained information is stored in a memory or the like.

The functions of the vehicle detour support system at the time of a disaster configured as described above will be described with reference to FIG. 2 .

In the navigation device 200 mounted on each contract vehicle 2, the first processing unit 210 uses the GPS signal received by the GPS receiver (not shown) and the acceleration sensor and rotation speed sensor etc. (not shown) mounted on the motor vehicle 2 As shown in the figure), the position P(t) of the motor vehicle 2 at time t is measured at regular time intervals (FIG. 2/S022). The positions P(t) at multiple times are sent or uploaded to the navigation server 100 as “probe data” to which the identification information of the motor vehicle 2 is added. The above-mentioned vehicle type ID is included in the identification information of the motor vehicle 2 .

Correspondingly, in the navigation server 100, the probe data of the motor vehicle 2 is recognized by the first support processing unit 110, or the probe data of the motor vehicle 2 are stored or accumulated in the traffic information storage unit 104 (FIG. 2/S011). Based on the accumulated probe data, the first support processing unit 110 is used to obtain the statistical calculation results of costs such as the travel time required for each link. In addition, the first support processing unit 110 periodically receives road traffic information from the road traffic information center server, and stores or stores the road traffic information in the traffic information storage unit 104 instead of the previous road traffic information. The road traffic information provided from the road traffic information center includes, in addition to travel time and travel distance of each link, the cost of each link that varies depending on the presence or absence of traffic restrictions.

The "cost of the link" refers to indicators such as "distance", "time" and "difficulty of passing" when comprehensively evaluating the route through the link, and means "the cost of passing the link (route)". All labor, expense, and risk". The low cost means that it is easy to pass through the link, and the cost of the link (route) with high cost, labor, and risk is set to be large. For example, the following settings are made: the cost of main roads such as national highways is 1, the cost of major roads such as county roads is 2, and the cost of living roads such as village roads is 4. When setting the driving route to the destination, the cost of the road section is The route is set in a low-level manner, thereby providing route information to the navigation device of the contracted vehicle.

In addition, the user operates the input device 201, thereby inputting or setting the target position P2 of the motor vehicle 2 (FIG. 2/S024). Use the first processing unit 210 to add the identification information of the motor vehicle 2 to the destination position P2 of the motor vehicle 2, and the position P(t') of the motor vehicle 2 at the input time t' of the destination position P2, that is, the starting position P1. The navigation server 100 sends or uploads.

Correspondingly, in the navigation server 100, the departure position P1 and the destination position P2 of the motor vehicle 2 are recognized by the first support processing unit 110 (FIG. 2/S012). In addition, the first support processing unit 110 reads support map information from the support map storage unit 102, reads probe data and the like from the road traffic information storage unit 104, and sets the departure position of the connected motor vehicle 2 based on the read information. The support route R between P1 and the destination position P2 (FIG. 2/S013). The support route R is set under conditions such as the shortest travel distance to the target position P2 or the shortest estimated time required, or the optimum fuel efficiency of the vehicle 2 traveling to the target position P2. As will be described later, the support route R is set in consideration of the cost of links included in the disaster occurrence area evaluated by the second support processing unit 120 when a disaster occurs.

Furthermore, some or all of the links are extracted from the plurality of links constituting the support route R by the second support processing unit 120 ( FIG. 2 / S014 ). In addition, the second support processing unit 120 transmits or downloads the link identification information of the extracted link to the navigation device 200 mounted on the motor vehicle 2. identified by the identifying information in .

Corresponding to this, in the navigation device 200, use the second processing unit 220 to use the road section identification information, the navigation map information stored in the navigation map storage unit 204, the departure position of the motor vehicle 2 (it can also be the input of the destination position P2) A navigation route r as shown in FIG. 4 is set for the current position (P1) of the motor vehicle 2 at different times and the previously input destination position P2, and the navigation route r is output to the output device 202 together with the navigation map information. (Fig. 2/S026). It should be noted that, in addition to the navigation route r, icons representing the current position P(t) and the traveling direction (orientation) of the motor vehicle 2 are output or displayed together with the navigation map information. Furthermore, the second processing unit 220 adds the identification information of the motor vehicle 2 to the link identification information of all the links constituting the navigation route r, and then sends or uploads it to the navigation server 100 .

Correspondingly, in the navigation server 100, the second support processing unit 120 is used to identify or store the link identification information, and further identify or store the navigation route r constituted by the links identified by the link identification information (FIG. 2/S015).

The second support processing unit 120 recognizes whether there is a disaster by stably communicating with the disaster information center server 10, and when a disaster has occurred or the possibility of a disaster is high, it identifies the disaster area (Fig. 2/S016 ). In addition, the second support processing unit 120 extracts links included in the disaster occurrence area from the support map information (FIG. 2/S017).

Furthermore, the second support processing unit 120 evaluates the cost of the extracted link (FIG. 2/S018).

This cost evaluation is performed based on the probe data with the vehicle type ID obtained from the respective probe data collection devices 200c and 200b of the four-wheeled vehicle 2c and the two-wheeled vehicle 2b.

For example, the second support processing unit 120 selects those with a high frequency in which both the four-wheeled vehicle 2c and the two-wheeled vehicle 2b pass through as shown in FIG. The cost evaluation of the link L1 included in the road is low for both four-wheel and two-wheel use. This is because it is considered that the link L1 included in the road on which both four-wheeled vehicles and two-wheeled vehicles pass frequently after the occurrence of a disaster is less affected by the disaster and thus has a high possibility of being safe.

In addition, the second support processing unit 120 assigns the link L2 included in the road where the four-wheeled vehicle 2c and the two-wheeled vehicle 2b together reverse their traveling direction or make a U-turn after the disaster occurs, as shown in FIG. 3( b ). According to the cost evaluation, the cost of either the four-wheel use or the second-wheel use is high. This is because it is considered that the link L2 included in the road where four-wheeled vehicles and two-wheeled vehicles frequently reverse their travel directions after the occurrence of a disaster is affected by the disaster, so it cannot be asserted that the possibility of safety is high. It should be noted that the section L1 in FIG. 3( b ) is a section through which both the four-wheeled vehicle 2c and the two-wheeled vehicle 2b pass, so its cost evaluation is low for both the four-wheeled vehicle and the two-wheeled vehicle.

In addition, the second support processing unit 120 includes roads with a high frequency of passing by the two-wheeled vehicle 2b as shown in FIG. The cost evaluation of the road section L2 is that the cost for two-wheel use is low, and the cost for four-wheel use is high. This is because there is a high possibility that the four-wheeled vehicle 2c cannot pass but the two-wheeled vehicle 2b can pass because the section included in the above-mentioned road is affected by the disaster after the occurrence of the disaster. Furthermore, for the cost of the two-wheeled vehicle, the cost of the off-road vehicle was calculated based on the probe data obtained from the off-road vehicle (Fig. 7(a)) and the probe data obtained from the road vehicle (Fig. 7(b)). Evaluation and cost evaluation of road vehicles. In addition, regarding the cost for motorcycles, the point of evaluating the cost for off-road vehicles and the cost for road vehicles is also the same in the following evaluation.

Furthermore, the second support processing unit 120 includes the navigation route r (refer to FIG. 2 / S015 ) as shown in FIG. The cost evaluation of the link L2 included in the road with a high frequency of deviation from the routes (2c) and (2b) is high for both four-wheel and two-wheel use. This is because it is considered that although it is included in the navigation route r, the road segment L2 included in the road that deviates from the travel routes (2c) and (2b) of the four-wheeled vehicle 2c and the two-wheeled vehicle 2b after the disaster occurs is affected by four factors. Both wheeled vehicles and two-wheeled vehicles have to avoid the influence of disasters of this level, so it cannot be said that the possibility of safety is high.

In addition, the second support processing unit 120 includes the navigation route r (see FIG. 2/S015) as shown in FIG. However, the cost evaluation of the link L2 included in the road where the frequency of deviation of the two-wheeled vehicle 2b from the travel route (2b) is low is that the cost for the four-wheeled vehicle is high and the cost for the two-wheeled vehicle is low. This is because it is considered that the road section L2 included in the navigation route r, which deviates from the travel route (2c) of the four-wheeled vehicle 2c after the disaster occurs but does not deviate from the travel route (2b) of the two-wheeled vehicle 2b. Due to the impact of the disaster, there is a high possibility that the four-wheeled vehicle 2c cannot pass but the two-wheeled vehicle 2b can pass.

Also, the second support processing unit 120 calculates the deviation of the respective probe data of the four-wheeled vehicle 2c and the two-wheeled vehicle 2b before and after the occurrence of the disaster, and evaluates the cost of the link included in the road with the large deviation as high. This is because it is considered that a link included in a road with a large deviation in detection data before and after the occurrence of a disaster is affected by the disaster, and therefore it cannot be asserted that the possibility of safety is high. For example, even if it is probe data with the same identification information, the travel route calculated from the probe data before the disaster as shown in FIG. The cost of the link L2 included in the road is evaluated high. Fig. 5 (a) shows the state that both four-wheel vehicles and two-wheel vehicles avoid the road section L2, and Fig. 5 (b) shows the state that the four-wheel vehicle 2c avoids the road section L2 but the two-wheel vehicle 2b does not avoid the road section L2. In the case of Figure 5(a), the cost evaluation of road section L2 is high for both four-wheel and two-wheel use; in the case of Figure 5(b), the cost evaluation of road section L2 is high for four-wheel use But the cost of the second round is low.

Furthermore, the second support processing unit 120 evaluates as high the cost of the link included in the road which is the traffic volume or the average travel time of the motor vehicle 2 calculated from the probe data before the occurrence of the disaster, and the relationship between the traffic volume and the average travel time from the occurrence of the disaster. After the detection data is calculated, the traffic volume of the motor vehicle 2 or the average time difference exceeds the threshold value of the road.

As above, the second support processing unit 120 performs cost evaluation of links based on the probe data with vehicle type IDs obtained from the respective probe data collection devices 200c and 200b of four-wheeled vehicles and two-wheeled vehicles, and classifies roads (links) into :

Roads (sections) on which neither four-wheeled vehicles nor two-wheeled vehicles can pass;

Roads (sections) where four-wheel vehicles cannot pass but two-wheel vehicles can pass;

A road (segment) on which both four-wheeled vehicles and two-wheeled vehicles can pass,

Evaluation is performed, and road traffic information is generated based on the evaluation.

In addition, roads through which two-wheeled vehicles can pass are further divided into roads through which both off-road vehicles ( FIG. 7( a )) and road vehicles ( FIG. 7( b )) can pass, and roads through which only off-road vehicles can pass. Roads are evaluated, and road traffic information is generated based on the evaluations.

It should be noted that the plurality of methods may also be selectively used according to the length of elapsed time from the occurrence of the disaster. In addition, the cost of the link included in the disaster-occurred area may be finally evaluated by increasing or decreasing the cost of the link included in the disaster-occurred area from its initial value according to the method described above. That is, the initial value of the cost of each road segment after the disaster can be set independently of the cost corresponding to the probe data before the disaster and the road traffic information of the road traffic information center, or it can be set by setting the cost before the disaster. The cost of the disaster plus the cost corresponding to the disaster to set the initial value of the cost of each road section after the disaster. Furthermore, even in the same road section, the cost can be differentiated according to the type of disaster. For example, in the support map information unit, information indicating a combination of disaster type and cost is added to the link identification information, when the second support processing unit 120 identifies the disaster type (earthquake, fire, flood, etc.) ), after initially setting the cost of each link included in the area according to the disaster type, the initial value may be increased or decreased according to the detection data as described above to finally evaluate the cost of each link. In addition, the initial value of the link cost in the earthquake-occurring area is set such that the higher the intensity or magnitude is, the initial value of the cost of the link included in the disaster-occurring area may be set according to the degree of the disaster. Furthermore, the initial value of the cost of the link included in the disaster occurrence area may be set to be higher than that of the links in other areas.

In addition, the second support processing unit 120 generates and sets a support route R connecting the departure position P1 and the destination position P2 so as to preferentially include low-cost links ( FIG. 2 / S013 ). The support route R generates both a support route for four-wheel vehicles and a support route for two-wheel vehicles based on the road traffic information. For the costs for motorcycles, a support route for off-road vehicles and a support route for road vehicles are generated. In addition, the second support processing unit 120 extracts a link from the support route R as described above (FIG. 2/S014), and transmits link identification information of the extracted link to the navigation device 200 as road traffic information corresponding to a disaster occurrence. It should be noted that, when the current position P(t) of the motor vehicle 2 is located in the disaster area or its vicinity, the cost of the links included in the area and the link identification information may be used as Road traffic information at the time of disaster occurrence is transmitted to the navigation device 200 .

The navigation device 200, as the destination of the road traffic information corresponding to the occurrence of the disaster, is selected to be mounted on the departure position P1, the destination position P2, the support route R, or the current position P(t) grasped from the probe data is included in the disaster occurrence area or Navigation devices 200 on motor vehicles 2 within its vicinity.

Correspondingly, in the navigation device 200, the second processing unit 220 can set and output, for example, a navigation route r as shown by a solid line in FIG. 6 when a disaster occurs. The normal navigation route r when the disaster as shown does not occur is different.

When neither the four-wheeled vehicle 2c nor the two-wheeled vehicle 2b can travel on the link L2, the second processing unit 220 sets a navigation route r as shown in FIG. And output, under the situation that four-wheel vehicle 2c can not travel on road section L2 but two-wheel vehicle 2b can travel on road section L2, as shown in Figure 6 (b), four-wheel vehicle 2c is set four-wheel vehicle 2c with four-wheel vehicle 2c The navigation route rc for the motorcycle 2b is set and output, and the navigation route rb for the motorcycle 2b is set and output. In addition, although not shown, the navigation route rb for motorcycles is set and output as a navigation route for off-road vehicles and a navigation route for road vehicles.

The navigation system that functions as described above extracts links included in the disaster-occurring area, and evaluates the costs of these extracted links based on the probe data (FIG. 2/S016-S018, see FIGS. 3-5). It is highly likely that the impact of the disaster will be reflected in the spatial and temporal movement pattern of the motor vehicle 2 represented by the detection data. Therefore, it is possible to reliably evaluate the level of safety of each link in the disaster occurrence area as the cost of each link in consideration of the actual disaster situation and road conditions. In addition, by transmitting the road traffic information generated based on the cost of each link to the navigation device 200, the motor vehicle 2 can be guided by outputting the navigation route r corresponding to the occurrence of a disaster to the navigation device 200, etc. In view of the actual disaster situation and road conditions, the motor vehicle 2 is avoided from the influence of the disaster (FIG. 2/S026, refer to FIG. 6).

Hereinafter, a more specific example of cost evaluation of links performed by the second support processing unit 120 and generation of support routes based on the evaluation will be described.

8 is a schematic diagram showing an example of a road state in a disaster-occurring area, where (a) is a diagram showing a road state before a disaster occurs (ordinarily), and (b) is a diagram showing an example of the cost of the link.

For example, for the sake of simplification, the usual cost is set to a simple value regardless of the distance as follows (see FIG. 8( b )).

Arterial roads (national highways, etc.) Hollow thick lines in the figure ... cost = 1

■Main roads (county roads, etc.) The middle line in the figure ... cost = 2

■Living roads (village roads, etc.) Thin lines in the diagram ... cost = 4

As shown in Figure 8(a), in normal times, for the route from the support headquarters (the location where the support headquarters is installed when a disaster occurs) toward, for example, area A, there are four four-wheel routes (A1-A4), There are four routes (M1 to M4) for the second round, and the section costs for each route are as follows.

Route A1 (M1): 12 (=1+1+2+2+2+4)

Route A2 (M2): 5 (=1+4)

Route A3 (M3): 3 (=1+2)

Route A4 (M4): 10 (=1+1+2+2+4)

Since the navigation device selects routes in order of the lowest link cost, route A3 (M3) is selected in normal times.

Fig. 9 is a schematic diagram showing an example of the road state in the area after the disaster, (a) is a diagram showing an example of the road state after the disaster and the probe data obtained from the area, and (b) shows the road section A diagram of an example of cost evaluation. In FIG. 9( a ), in the same manner as above, the solid arrow 2c indicates the traveling trajectory of the four-wheeled vehicle, and the dashed arrow 2b indicates the traveling trajectory of the two-wheeled vehicle.

Based on the probe data as shown in FIG. 9( a ), the second support processing unit 120 can determine, for example, the route from the support headquarters to the disaster-affected area A as follows.

Regarding the route A1 (M1), both four-wheel and two-wheel vehicles can pass, so there is no need to change the cost of the links included in this route.

Regarding the route A2(M2), the four-wheel (2c) makes a U-turn on the road section L2, but the two-wheel (2b) is able to pass, so the cost of the road section L2 needs to be increased for the four-wheel, but not for the two-wheel change.

Regarding the route A3 (M3), both the four-wheel and the two-wheel make a U-turn on the road section L3, so the cost of the road section L3 needs to be increased no matter for the four-wheel or the two-wheel.

Route A4 (M4) is also the same, four-wheel and two-wheel all carry out U-turn in road section L4, but the cost of road section L4 all needs to be improved no matter for four-wheel or two-wheel.

Based on the determination as described above, for example, the second support processing unit 120 evaluates the cost of each link after the occurrence of the disaster as shown in FIG. 9( b ), for example.

Regarding the cost of the link L2, it is changed from "4" to, for example, "30" for four-wheel only.

Regarding the cost of the link L3, L4, it is changed from "2" to, for example, "30" regardless of whether it is a four-wheel or a two-wheel.

As a result, after a disaster occurs, the link cost of each route from the support headquarters to the disaster-stricken A area becomes as follows.

about quadricycles,

Route A1: 12 (=1+1+2+2+2+4)

Route A2: 31 (=1+30)

Route A3: 31 (=1+30)

Route A4: 38 (=1+1+2+30+4)

About two-wheeled vehicles,

Route M1: 12 (=1+1+2+2+2+4)

Route M2: 5 (=1+4)

Route M3: 31 (=1+30)

Route M4: 38 (=1+1+2+30+4)

Therefore, the second support processing unit 120 sets only route A1 as a support route for the navigation route rc for four-wheel use after a disaster, and sets routes M1 and M2 as support routes for the navigation route rb for two-wheel use. route.

In the above example, the cost of the "road section that only two-wheeled vehicles can pass" L2 is unchanged, but in fact, it can also be increased to, for example, "8" or "10" or so. In addition, the cost remains the same for off-road vehicles, but may increase to, for example, about "8" or "10" for road vehicles.

According to the detour support system for vehicles at the time of a disaster as described above, the following effects can be obtained.

(a) The vehicle's detour support system at the time of the disaster supports the vehicle's detour according to the vehicle's detection data when a disaster occurs. The detection data collection device 200c, 200b of detection data, and add the vehicle category ID that distinguishes four-wheel vehicle and two-wheel vehicle in the detection data that obtains by this detection data collection device, according to the respective detection of four-wheel vehicle, two-wheel vehicle The probe data with the vehicle type ID obtained by the data collection devices 200c and 200b generates road traffic information that divides the roads as follows, that is, divides the roads into:

Roads where neither four-wheeled vehicles nor two-wheeled vehicles can pass;

Roads where four-wheel vehicles cannot pass but two-wheel vehicles can pass;

A road that both four-wheelers and two-wheelers can pass through,

Therefore, it is possible to obtain information on roads on which two-wheeled vehicles can pass even if four-wheeled vehicles cannot pass, and to support the rapid activities of the two-wheeled rescue force.

(b) The vehicle class ID for the two-wheeled vehicle 2b includes an identifier for distinguishing between an off-road vehicle and a road motorcycle, and the off-road vehicle means that the off-road performance on bad roads between mountains is high and the minimum ground clearance of the vehicle is high The road-running motorcycle refers to a vehicle with a lower ground clearance than off-road vehicles and a high-speed driving performance in cities with many flat roads. Therefore, it can be further clarified that "four-wheeled vehicles cannot pass but two-wheeled vehicles can pass What kind of roads can be driven by two-wheeled vehicles, so that the more rapid activities of the two-wheeled rescue force can be supported.

(c) The vehicle type ID is set to the vehicle body number of the vehicle to which the vehicle type ID is assigned or an ID including the vehicle type ID, so that the vehicle type name and year model can be automatically determined through the vehicle type ID, thereby automatically Identify whether the two-wheeled vehicle is an off-road vehicle or a road vehicle.

(d) For example, as shown in Figure 6(b), according to the road traffic information, two support routes, the support route rc for the four-wheel vehicle and the support route rb for the two-wheel vehicle, are generated, which will be used by the four-wheel rescue force The support route rc for the second-round rescue force and the support route rb for the second-round rescue force are respectively clarified, so that the activities of the fourth-round rescue force and the second-round rescue force can be effectively supported respectively.

(e) The support route rc for four-wheel vehicles is generated using the costs for four-wheel vehicles, and the support route rb for two-wheel vehicles is generated using the costs for two-wheel vehicles. Therefore, it is possible to generate a more suitable four-wheel vehicle Support course rc and support course rb for motorcycles.

The embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and appropriate modifications can be made within the scope of the present invention.

Claims (7)

1. the road diversion support system of a vehicle during disaster, it carrys out the road diversion of support vehicle when disaster occurs according to the running data of contract vehicle, and the road diversion support system of vehicle during described disaster is characterised in that,

Be provided for respectively obtaining the detection data gathering-device of detection data on the brougham as the contract vehicle and cart, and add the class of vehicle ID that distinguishes brougham and cart in the detection data obtained by this detection data gathering-device,

According to the detection data with described class of vehicle ID that detection data gathering-device separately obtains from brougham, cart, generate the following Traffic Information of distinguishing of road, that is, described roadway area is divided into:

Brougham and cart both sides are intransitable road;

Brougham can not by but road that cart can pass through;

The road that brougham and cart both sides can pass through.

2. the road diversion support system of vehicle during disaster according to claim 1, is characterized in that,

Described detection data gathering-device consists of guider, and described guider is arranged on described contract vehicle and via communication network device and the system server that can access according to contract and communicates to connect.

3. the road diversion support system of vehicle during disaster according to claim 1 and 2, is characterized in that,

Described road diversion support system is obtained and is comprised the detection data that region occurs disaster and collect regional information from the disaster information central server, according to the described running data of the described contract vehicle of this area, generates described Traffic Information.

4. the road diversion support system of vehicle during disaster according to claim 1 and 2, is characterized in that,

Comprise the identifier of distinguishing offroad vehicle and road running motorcycle at the class of vehicle ID for described cart, described offroad vehicle refers to the high and high vehicle of minimum terrain clearance altitude vehicle of intermountain Huai road cross-country ability, described road running motorcycle refer to minimum terrain clearance altitude than offroad vehicle low and at flat road the many high vehicle of expressway around city travelling.

5. the road diversion support system of vehicle during disaster according to claim 1 and 2, is characterized in that,

Described class of vehicle ID is made as the vehicle identification number of the vehicle of giving this class of vehicle ID or is made as the ID that comprises this vehicle identification number.

6. the road diversion support system of vehicle during disaster according to claim 2, is characterized in that,

In the situation that the owner of described contract vehicle has carried out destination setting, according to described Traffic Information generate support route that described brougham uses and two-wheel vehicle used support route the two, and provide this support route to the guider of described contract vehicle.

7. the road diversion support system of vehicle during disaster according to claim 6, is characterized in that,

The cost of using with brougham generates the support route that described brougham is used, and with two-wheel vehicle used cost, generates described two-wheel vehicle used support route.

Images