JP7704067B2 - Information processing device, information processing method, and program - Google Patents

Description

The present disclosure relates to an information processing device, an information processing method, and a program.

Patent Document 1 discloses a structural deformation detection system. The structural deformation detection system disclosed in Patent Document 1 includes a vehicle, an axle vibration sensor that detects vibrations in the vehicle's axle, a storage means that stores vibration data detected by the axle vibration sensor when the vehicle passes the structure to be inspected, and a damage determination device that determines the damage state of the structure by analyzing the vibration data. The damage determination device includes a data comparison means that compares the vibration data stored in the storage means with normal vibration data when the structure is normal, and a damage determination means that determines whether damage has occurred to the structure based on the data compared by the data comparison means. The damage determination means determines that damage has occurred to the structure when the difference between the data compared by the data comparison means is equal to or greater than a predetermined value.

JP 2010-236875 A

The present disclosure aims to enable efficient maintenance of multiple bridges.

An information processing device according to a first aspect of the present disclosure includes:
acquiring a first value related to a step at a joint portion of the bridge for each of a plurality of bridges, the first value being acquired by a sensor carried by the vehicle;
determining a maintenance priority for the plurality of bridges based on the first value for each of the plurality of bridges;
The control unit executes the above.

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 step at a joint portion of the bridge for each of a plurality of bridges, the first value being acquired by a sensor carried by the vehicle;
determining a maintenance priority for the plurality of bridges based on the first value for each of the plurality of bridges;
Includes.

A program according to a third aspect of the present disclosure includes:
A program for causing a computer to execute an information processing method,
The information processing method includes:
acquiring a first value related to a step at a joint portion of the bridge for each of a plurality of bridges, the first value being acquired by a sensor carried by the vehicle;
determining a maintenance priority for the plurality of bridges based on the first value for each of the plurality of bridges;
Includes.

This disclosure enables efficient maintenance of multiple bridges.

FIG. 1 is a diagram showing a schematic configuration of a maintenance system according to the present embodiment. FIG. 2 is a diagram showing an example of a bridge structure managed by the maintenance server. FIG. 3 is a block diagram illustrating an example of a functional configuration of the maintenance server. FIG. 4 is a diagram showing an example of a table configuration of vehicle information held in the vehicle information database. FIG. 5 is a diagram showing an example of a table configuration of bridge information held in the bridge information database. FIG. 6 is a diagram showing an example of the time transition of the average fluctuation rate. FIG. 7 is a flowchart of the determination process.

The information processing device according to the first aspect of the present disclosure is an information processing device that manages multiple bridges. Here, among the multiple bridges, a bridge that is more deteriorated than other bridges needs to be maintained earlier than the other bridges. Therefore, it is necessary to set a maintenance priority order for the multiple bridges.

The control unit in the information processing device according to the first aspect of the present disclosure acquires a first value related to the step of the joint portion of the bridge for each of the multiple bridges, the first value being acquired by a sensor carried by the vehicle. Here, it is assumed that when a bridge is deteriorated, the step of the joint portion of the bridge is large. Therefore, by acquiring the first value related to the step of the joint portion of the bridge, the information processing device can grasp the deterioration state of the bridge. Therefore, the control unit in the information processing device determines the maintenance priority of the multiple bridges based on the first value for each of the multiple bridges.

The information processing device according to the first aspect of the present disclosure determines the maintenance priorities of multiple bridges. This makes it possible to prioritize maintenance of bridges that are more deteriorated than other bridges among the multiple bridges. In this way, efficient maintenance of multiple bridges becomes possible.

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

<Embodiment>
(System Overview)
A maintenance system 1 in 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 connected to each other via a network N1. The network N1 may be, for example, a wide area network (WAN), which is a global public communication network such as the Internet, or a telephone communication network such as a mobile phone.

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

(Maintenance server)
The maintenance server 200 is a server that manages a plurality of bridges. FIG. 2 is a diagram showing an example of a bridge structure managed by the maintenance server 200. The bridge shown in FIG. 2 is a bridge supported by two skeletons and one pier. In addition, in the bridge, each skeleton and the pier are connected by a bridge girder. In addition, in the bridge, joint parts are formed between the skeleton and the bridge girder and between the two bridge girders. The vehicle 10 enters the upper surface of the skeleton of the bridge from the road, passes through the joint part between the skeleton and the bridge girder, and enters the bridge girder. Next, the vehicle 10 passes through the joint part between the bridge girder and the bridge girder, and passes through the joint part between the bridge girder and the skeleton. Then, the vehicle 10 enters the road from the skeleton of the bridge. In this manner, the vehicle 10 travels through the three joint parts of the bridge. Note that the multiple bridges managed by the maintenance server 200 do not necessarily have to have the structure shown in FIG. 2 as long as they are bridges that have joints.

Now, let us consider a case where the bridge pier shown in Figure 2 has deteriorated. In this case, it is expected that the bridge girder will deteriorate and distort, causing the step at the joint to increase. It is also expected that the step at the joint will increase as the bridge body or pier sinks into the foundation. In this way, it is expected that the step at the joint in the bridge will increase as the bridge deteriorates.

The maintenance server 200 then grasps the state of the steps at the joints of the bridge based on the sensor information received from the vehicle 10 that has traveled over the bridge. This allows the maintenance server 200 to grasp the deterioration state of the bridge. Details of how the maintenance server 200 grasps the deterioration state of the bridge based on the sensor information will be described later.

The maintenance server 200 is configured to include a computer having a processor 210, a main memory unit 220, an auxiliary memory unit 230, and a communication interface (communication I/F) 240. The processor 210 is, for example, a CPU (Central Processing Unit) or a DSP (Digital Signal Processor). The main memory unit 220 is, for example, a RAM (Random Access Memory). The auxiliary memory unit 230 is, for example, a ROM (Read Only Memory). The auxiliary memory unit 230 is, for example, a HDD (Hard Disk Drive) or a disk recording medium such as a CD-ROM, a DVD disk, or a Blu-ray disk. The auxiliary memory unit 230 may also be a removable medium (portable storage medium). Here, examples of removable media include a USB memory or an SD card. The communication I/F 240 is, for example, a LAN (Local Area Network) interface board or a wireless communication circuit for wireless communication.

In the maintenance server 200, the auxiliary memory 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 can load the programs stored in the auxiliary memory unit 230 into the main memory unit 220 and execute them to realize 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 composed of multiple computers that work together.

(Functional configuration)
Next, the functional configuration of the maintenance server 200 constituting 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 showing an example of the functional configuration of the maintenance server 200.

The maintenance server 200 is composed of a control unit 201, a communication unit 202, a vehicle information DB 203, and a bridge information DB 204. The control unit 201 has a function of performing calculation processing for controlling the maintenance server 200. The control unit 201 can be realized by the 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 the communication I/F 240 in the maintenance server 200.

The control unit 201 repeatedly receives sensor information from the vehicle 10 at a predetermined period by 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. Figure 4 is a diagram showing an example of a table configuration of vehicle information retained in the vehicle information DB 203. As shown in Figure 4, the vehicle information has a vehicle ID field, a date and time field, a vehicle position field, and a wheel speed field.

The vehicle ID field is input with an identifier (vehicle ID) for identifying the vehicle. The date and time field is input with the date and time when the wheel speed of the vehicle 10 was acquired by the wheel speed sensor 100 in 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 the latitude and longitude of the position of the vehicle 10, for example. 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 in 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 grasp the past position of the vehicle 10 and the wheel speed at that position by acquiring the vehicle information stored in the vehicle information DB 203.

The bridge information DB 204 has a function of storing bridge information. The bridge information DB 204 can be realized by the auxiliary memory unit 230 in the maintenance server 200. Figure 5 is a diagram showing an example of a table configuration of bridge information stored in the bridge information DB 204. As shown in Figure 5, the bridge information has a bridge ID field, an expected traffic volume field, an allowable traffic volume field, a joint part ID field, and a joint part position field.

The bridge ID field is input with an identifier (bridge ID) for identifying the bridge. The expected traffic volume field is input with the expected traffic volume of the bridge corresponding to the bridge ID entered in the bridge ID field. Furthermore, the allowable traffic volume field is input with the allowable traffic volume of the bridge corresponding to the bridge ID entered in the bridge ID field. Here, the expected traffic volume is input with the traffic volume per unit time that vehicles are expected to travel across the bridge. The expected traffic volume field is input with the number or weight of vehicles per unit time that are expected to travel across the bridge. Furthermore, the allowable traffic volume field is input with the traffic volume per unit time that is allowed to travel across the bridge. The allowable traffic volume is, for example, a value that is determined when the bridge is designed.

In the joint part ID field, an identifier (joint part ID) for identifying a joint part in a bridge corresponding to the bridge ID entered in the bridge ID field is entered. In the joint part position field, the position of the joint part corresponding to the joint part ID entered in the joint part ID field is entered. In the joint part position field, for example, the position of the joint part is entered using latitude and longitude.
By acquiring bridge information from the bridge information DB 204, the control unit 201 can grasp the expected traffic volume, allowable traffic volume, and the position of each joint of each bridge.

By acquiring vehicle information and bridge information from vehicle information DB 203 and bridge information DB 204, respectively, the control unit 201 can grasp the rate of variation in wheel speed when the vehicle 10 travels through a joint portion. Specifically, the control unit 201 acquires the position of the joint portion inputted in a joint portion position field in the bridge information held in bridge information DB 204. The control unit 201 also acquires the position at which the vehicle 10 was present inputted in a vehicle position field in the vehicle information held in vehicle information DB 203. The control unit 201 then refers to the position at which the vehicle 10 was present and the position of the joint portion, and acquires the wheel speed of the vehicle 10 within a predetermined range including the joint portion. Here, the predetermined range is set to include points before and after the joint portion in the traveling direction.

At this time, the predetermined range is set to include the joint part and points before and after the joint part in the traveling direction, so the control unit 201 can grasp the wheel speed situation before and after the vehicle 10 travels through the joint part. Therefore, the control unit 201 can calculate the rate of change in the wheel speed of the vehicle 10 when the vehicle 10 travels through the joint part.

Here, deterioration of the bridge causes steps at the joints of the bridge, which makes the wheel speed of the vehicle 10 more likely to fluctuate. Furthermore, it is expected that the more the bridge deteriorates, the larger the steps at the joints of the bridge will be. If the steps at the joints of the bridge become larger, the wheel speed of the vehicle 10 will be more likely to fluctuate, and the wheel speed fluctuation rate will be larger. Therefore, the control unit 201 calculates the average value of the wheel speed fluctuation rates of the multiple vehicles 10 when the multiple vehicles 10 travel through each joint (hereinafter, sometimes referred to as the "average fluctuation rate"). The control unit 201 calculates the average fluctuation rate at each joint for each unit period based on the wheel speed fluctuation rates of the multiple vehicles 10 that traveled through the joint 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.

In this embodiment, it is assumed that each bridge has multiple joint parts. Therefore, in this embodiment, the control unit 201 calculates the maximum value of the average fluctuation rate of the multiple joint parts in each bridge as the average fluctuation rate of each bridge. In other words, the control unit 201 calculates the average fluctuation rate of the largest joint part in each bridge as the average fluctuation rate of each bridge. This allows the control unit 201 to grasp the average fluctuation rate of the joint part in each bridge that is most deteriorated.

Figure 6 is a diagram showing an example of the change over time in the average fluctuation rate. Figure 6 shows the average fluctuation rates of two bridges, bridge A and bridge B. In Figure 6, the average fluctuation rate of bridge A is indicated by a white circle. Also, in Figure 6, the average fluctuation rate of bridge B is indicated by a black circle. As shown in Figure 6, the average fluctuation rates of bridges A and B have been increasing since time point A. In other words, it is assumed that bridges A and B have been deteriorating since time point A.

Here, as shown in FIG. 6, after time point A, the slope of the average fluctuation rate of bridge A is larger than the slope of the average fluctuation rate of bridge B. That is, after time point A, the rate of change of the average fluctuation rate (hereinafter, sometimes referred to as the "specific change rate") of bridge A is larger than that of bridge B. That is, it is assumed that deterioration of bridge A progresses faster than that of bridge B. Therefore, it is assumed that maintenance of bridge A is required earlier than that of bridge B. Therefore, based on the specific change rate, the control unit 201 determines the priority order (hereinafter, sometimes simply referred to as the "priority order") regarding the order of maintenance of bridges A and B such that bridge A is higher than bridge B. As a result, bridge A, whose deterioration progresses faster than bridge B, will be maintained earlier than bridge B. In this way, based on the specific change rate, the control unit 201 determines the priority order of bridges with larger specific change rates to be higher than the priority order of bridges with smaller specific change rates.

Here, among the multiple bridges, there may be at least two bridges (hereinafter, sometimes referred to as "specific bridges") whose difference in specific change rate is equal to or less than a predetermined value. The predetermined value is set as a value that indicates that the deterioration progress of the two specific bridges is considered to be slightly different, even if the specific change rates of the two specific bridges are different, as long as the difference in the specific change rate is equal to or less than the predetermined value. In this case, the control unit 201 determines the priority order of the at least two bridges based on the ratio of the expected traffic volume to the allowable traffic volume of each specific bridge (hereinafter, sometimes referred to as the "specific ratio"). Specifically, the control unit 201 acquires the expected traffic volume and the allowable traffic volume of each specific bridge from the bridge information held in the bridge information DB 204. The control unit 201 then calculates the specific ratio of each specific bridge by dividing the expected traffic volume by the allowable traffic volume.

The closer the expected traffic volume is to the allowable traffic volume, the greater the load on the bridge is expected to be. In other words, it is expected that a bridge with a large specific ratio will have a relatively greater load on it than a bridge with a small specific ratio. Therefore, the control unit 201 determines the priority of the bridge with a large specific ratio, out of at least two specific bridges, to be higher than the priority of the bridge with a small specific ratio. This makes it possible to carry out maintenance of the specific bridge with a relatively large load, out of at least two specific bridges that are deteriorating at the same rate, earlier than maintenance of the specific bridge with a relatively small load.

(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 order of a plurality of bridges. The determination process is repeatedly executed at a predetermined interval.

In the determination process, first, in S101, bridge information is acquired from the bridge information DB 204. Next, in S102, the position of each joint part of the multiple bridges is identified based on the acquired bridge information. Next, in S103, vehicle information is acquired from the vehicle information DB 203. Next, in S104, the wheel speeds of the multiple vehicles 10 within a predetermined range including the joint parts of the multiple bridges are acquired based on the position of the vehicle 10 in the vehicle information acquired in S103 and the positions of the joint parts of the multiple bridges identified in S102. Next, in S105, the time progression of the average fluctuation rate of each bridge is calculated based on the wheel speeds of the multiple vehicles 10 within a predetermined range including the joint parts. Next, in S106, the specific change rate of each bridge is calculated based on the time progression of the average fluctuation rate of each bridge.

Next, in S107, it is determined whether or not there are at least two specific bridges based on the calculated specific change rates. If a negative determination is made in S107, the difference in the specific change rates of each bridge is greater than a predetermined value, and it is assumed that the difference in the progress of deterioration of each bridge is not slight. Therefore, in S108, the priority order of multiple bridges is determined based on the specific change rates of the multiple bridges. The determination process is then temporarily terminated.

Also, if a positive determination is made in S107, in S109, the expected traffic volume and the allowable traffic volume of each specific bridge are acquired from the bridge information DB 204. Next, in S110, the specific ratio of each specific bridge is calculated from the acquired expected traffic volume and the allowable traffic volume. Then, in S111, the priority order of multiple bridges is determined based on the specific change rate of each bridge and the specific ratio of each specific bridge. Specifically, the priority order of multiple bridges including at least two specific bridges is determined to be higher the larger the specific change rate of the bridge. Also, the priority order of at least two specific bridges is determined to be higher the larger the specific ratio of the specific bridge. In this way, the priority order is determined for multiple bridges including the specific bridge and bridges other than the specific bridge.

As described above, the maintenance system 1 determines the maintenance priorities for multiple bridges. This makes it possible to prioritize maintenance of bridges that are more deteriorated than other bridges among multiple bridges. In this way, efficient maintenance of multiple bridges becomes possible.

(Variation 1)
In this embodiment, the maintenance server 200 determines the priority order based on sensor information including the wheel speed of the vehicle 10 and the position of the vehicle 10 received from the vehicle 10. On the other hand, it is possible to assume that an impact is applied to the vehicle 10 due to a step at the joint portion when the vehicle 10 is traveling through the joint portion. Therefore, it is possible to assume that acceleration is applied to the vehicle 10 due to the step at the joint portion when the vehicle 10 is traveling through the joint portion. Therefore, the vehicle 10 may acquire the acceleration applied to the vehicle 10 by an acceleration sensor instead of the wheel speed sensor 100. Specifically, the acceleration sensor in the vehicle 10 acquires the acceleration in the vertical direction applied to the vehicle 10. The vehicle 10 transmits the acceleration applied to 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.

Here, it is assumed that as the bridge deteriorates, the step at the joint of the bridge will become larger. As a result, it is assumed that the more the bridge deteriorates, the greater the impact that the vehicle 10 will experience when passing through the joint of the bridge. As a result, it is assumed that the more the bridge deteriorates, the greater the vertical acceleration that the vehicle 10 will experience. Therefore, the maintenance server 200 can grasp the deterioration status of the bridge based on the acceleration of the vehicle 10 acquired when the vehicle 10 passes through the joint of the bridge. Therefore, the maintenance server 200 may determine the priority order of multiple bridges based on the acceleration of the vehicle 10 received from the vehicle 10.

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 bridge information, the maintenance server 200 identifies the acceleration of the vehicle 10 when the vehicle 10 travels through the joints of each bridge. Then, the maintenance server 200 calculates the average value of the accelerations of the multiple vehicles 10 when they travel through the joints (hereinafter sometimes referred to as "average acceleration") for each unit period. In this way, the maintenance server 200 calculates the time progression of the average acceleration. Then, the maintenance server 200 determines the priority order based on the rate of change of the average acceleration.

(Variation 2)
In this embodiment, the maintenance server 200 determines the priority order 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 order based on the specific change rate. For example, it is expected that the higher the average change rate of each bridge, the larger the step in the joint part due to deterioration. Therefore, the maintenance server 200 may determine the priority order, for example, in descending order of the average change rate of each bridge.

(Variation 3)
In this embodiment, when there are at least two specific bridges, the maintenance server 200 determines the priority of at least the specific bridge based on the specific ratio. On the other hand, a bridge with a large expected traffic volume is expected to have a larger load on the bridge in absolute terms than a bridge with a small expected traffic volume. Therefore, the maintenance server 200 in this modified example determines the priority of the bridge with a large expected traffic volume, out of the at least two specific bridges, to be higher than the priority of the bridge with a small expected traffic volume. As a result, among at least two specific bridges that are deteriorating at the same rate, the maintenance of the specific bridge that is expected to be subjected to an absolutely large load can be performed earlier than the maintenance of the specific bridge that is expected to be subjected to an absolutely small load.

(Variation 4)
In this embodiment, the maintenance server 200 determines the priority order of multiple bridge piers by calculating the specific fluctuation rate. In addition, in the first modification, the maintenance server 200 determines the priority order based on the rate of change of the average acceleration. However, the maintenance server 200 does not necessarily have to determine the priority order of multiple bridges based on the specific fluctuation rate or the rate of change of the average acceleration. The maintenance server 200 can grasp the progress of deterioration of the bridges based on the time transition of the average fluctuation rate or the time transition of the average acceleration. Therefore, the maintenance server 200 may determine the priority order of multiple bridges based on the progress of deterioration of the multiple bridges by a known method.

(Variation 5)
In this embodiment, the maintenance server 200 calculates the average fluctuation rate for each unit period based on the wheel speeds of the multiple vehicles 10 for each unit period, thereby calculating the time transition of the average fluctuation rate. On the other hand, it is assumed that the size of the step at the joint part varies due to the expansion or contraction or elongation of the bridge girder, the skeleton, or the bridge pier due to the influence of the temperature, etc. Therefore, in this modified example, the maintenance server 200 calculates the average fluctuation rate at a predetermined time based on the wheel speeds of the multiple vehicles 10 at the predetermined time. Here, the predetermined time is, for example, a time determined by the season. Then, the maintenance server 200 determines the priority order of the multiple bridges based on the time transition of the average fluctuation rate at the predetermined time. In other words, the maintenance server 200 determines the priority order of the multiple bridges based on the annual time transition of the average fluctuation rate of a specific season. This enables efficient maintenance of the multiple bridges by taking into account the average fluctuation rate of the wheel speed that changes depending on the time of the season, etc. It is to be noted that the predetermined time may be, for example, a time determined by the average temperature, etc.

<Other embodiments>
The above-described embodiment is merely an example, and the present disclosure may be modified as appropriate without departing from the spirit and 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.

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

The present disclosure can also be realized by supplying a computer program implementing the functions described in the above embodiments to a computer, and having one or more processors of the computer read and execute the program. Such a computer program may be provided to the computer by a non-transitory computer-readable storage medium connectable to the system bus of the computer, or may be provided to the computer via a network. The non-transitory computer-readable storage medium includes any type of medium suitable for storing electronic instructions, such as, for example, a magnetic disk (such as a floppy disk or a hard disk drive (HDD)), an optical disk (such as 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.

1. Maintenance system 10. Vehicle 100. Wheel speed sensor 200. Maintenance server 201. Control unit 202. Communication unit 203. Vehicle information DB
204: Bridge information DB

Claims (6)

acquiring a first value related to a step at a joint portion of the bridge for each of a plurality of bridges, the first value being acquired by a sensor carried by the vehicle;
determining a maintenance priority for the plurality of bridges based on the first value for each of the plurality of bridges and a second value related to traffic volume for each of the plurality of bridges;
A control unit that executes
The second value is a ratio between a traffic volume permitted for each of the plurality of bridges and a traffic volume expected for each of the plurality of bridges.
Information processing device. the control unit determines , based on the first value for each of the plurality of bridges, a priority order of a bridge having a large step at the joint portion among the plurality of bridges, so as to be higher than a priority order of a bridge having a small step at the joint portion.
The information processing device according to claim 1 . The first value is a value related to a change in wheel speed of the vehicle.
The information processing device according to claim 1 . The first value is a value related to an acceleration applied to the vehicle.
The information processing device according to claim 1 . 1. A computer-implemented information processing method, comprising:
acquiring a first value related to a step at a joint portion of the bridge for each of a plurality of bridges, the first value being acquired by a sensor carried by the vehicle;
determining a maintenance priority for the plurality of bridges based on the first value for each of the plurality of bridges and a second value related to traffic volume for each of the plurality of bridges;
Including,
The second value is a ratio between a traffic volume permitted for each of the plurality of bridges and a traffic volume expected for each of the plurality of bridges.
Information processing methods. A program for causing a computer to execute an information processing method,
The information processing method includes:
acquiring a first value related to a step at a joint portion of the bridge for each of a plurality of bridges, the first value being acquired by a sensor carried by the vehicle;
determining a maintenance priority for the plurality of bridges based on the first value for each of the plurality of bridges and a second value related to traffic volume for each of the plurality of bridges;
Including,
The second value is a ratio between a traffic volume permitted for each of the plurality of bridges and a traffic volume expected for each of the plurality of bridges.
program .

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