JP2002329285A - Device and method for deciding inter-od trip route - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more appropriately decide an inter-OD trip route in each trip object by providing a reference for dividing a series of trip routes of a vehicle, dividing the trip routes according to the reference in the case of finding the inter-OD trip route of the vehicle on the basis of communication between an on-vehicle device and a ground device. SOLUTION: A road beacon collects information of the identification code of an on-vehicle device of a passing vehicle, and a center device specifies a trip route of the vehicle with the on-vehicle device mounted thereon on the basis of the collected information of the identification code of the on-vehicle device and the position information of the road beacon. In the case of performing this specification, whether the specified trip route satisfies a fixed division reference is decided (T10), and about a trip route decided to satisfy the fixed division reference, a route is divided (T12). If there are a specified trip route and divided trip routes, a trip route between OD is decided on the basis of the divided travel routes (T13).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an on-board device for transmitting an identification code (including a device mounted on a vehicle and a device brought into the vehicle) and a ground device based on the communication. O for finding the OD travel route of the vehicle
The present invention relates to an inter-D travel route determination device and method.

[0002]

2. Description of the Related Art The inter-OD travel route refers to a travel route that is taken from the occurrence of a vehicle to its disappearance on a road network of a certain scale. The term “occurrence” refers to a case where a vehicle enters the fixed-scale road network from a finer-scale road network (narrow street) or a parking lot, and the like, and the “disappearance” refers to the fixed-size road network. This refers to the case where the vehicle exits from the net to the narrow street or the parking lot.

[0003] When a traveling route between ODs is determined for each vehicle, it can be statistically processed to determine an OD traffic volume. The OD traffic volume is also referred to as an origin-destination traffic volume, and is the number of vehicles per unit time generated at a certain point on a road network of a certain scale and disappeared at other points (see Ryuichi Mato et al. '' Matsushita Technical J
ournal Vol. 44 No. 3 Jun. 1998). Also, a phenomenon that occurs from a certain point, passes through a certain route, and disappears at another point is called a “trip”. The travel route between ODs is nothing but the route of this trip.

[0004] When the OD traffic volume is obtained, it can be used for prediction of traffic volume and examination and evaluation of various traffic controls.

[0005]

SUMMARY OF THE INVENTION In order to measure a traveling route of a vehicle, a method of installing a road communication device such as an optical beacon on a road and performing two-way communication with a vehicle-mounted device to track the vehicle. Can be considered. To track a vehicle, an identification code is assigned to a vehicle, an in-vehicle device, or an individual. (Even when an identification code is assigned to a vehicle or an individual, the identification code is managed by the in-vehicle device. It is necessary to do so, but a problem arises in how to assign an identification code. There are the following allocation methods (a) and (b).

(A) When the identification code is fixed:
If the identification code is fixed, a series of routes (generally tens of thousands km) that have traveled since the vehicle was registered until it was scrapped (or from when the onboard device was installed to when it was removed) are taken as one travel route Therefore, the concept of the inter-OD travel route cannot be used, and it cannot be used for prediction of traffic volume or examination and evaluation of various types of traffic control. Therefore, it is necessary to divide the traveling route for each traveling purpose.

[0007] (b) When the identification code is variable: The running from when the vehicle starts the engine to when it is turned off until the vehicle disappears after the engine is turned off is regarded as one running.
The identification code is assigned from the roadside communication device to the in-vehicle device, and the in-vehicle device stores and uses the assigned identification code only while the engine is on. This method is convenient because the OD travel route is automatically determined if it is considered that there is a travel purpose every time the engine is started.

However, the vehicle sometimes stops for a while without turning off the engine, and in the meantime, achieves the purpose and starts running again. An example is a taxi. In such a case, dividing the traveling before and after as separate trips can provide useful data for traffic volume prediction and examination and evaluation of various traffic controls. Therefore, the present invention provides a criterion for dividing a series of travel routes of a vehicle when obtaining a travel route between ODs of a vehicle based on communication between an on-vehicle device and a ground device. It is an object of the present invention to realize an inter-OD travel route determination device and method that can divide and thereby more appropriately determine an inter-OD travel route.

[0009]

(1) An inter-OD travel route determination device according to the present invention determines an inter-OD travel route of a vehicle based on communication between an on-board device transmitting an identification code and a ground device. An apparatus for determining the position of the vehicle, information collecting means for collecting information of an identification code of the vehicle-mounted device, and a vehicle-mounted device collected by the information collecting means. A travel route identifying unit that identifies a travel route of a vehicle equipped with the in-vehicle device based on the information of the identification code of the vehicle and the position information of the vehicle acquired by the position information acquisition unit; Division determining means for determining whether or not the route satisfies a predetermined division criterion, and a travel path for dividing the travel path determined by the division determination means to satisfy the predetermined division criterion If there is a dividing means, a traveling route specified by the traveling route identifying means, and a traveling route divided by the traveling route dividing means, an inter-OD traveling route is determined based on the divided traveling route. Traveling route determination means (claim 1).

[0010] According to the inter-OD traveling route determination device having this configuration, the ground device collects information of the identification code of the vehicle-mounted device, and based on the collected information of the identification code and the vehicle position information, The travel route of is specified. At the time of identification, it is determined whether or not the specified traveling route satisfies a certain division criterion. If it is determined that the specified traveling criterion is satisfied, the traveling route is divided. Then, based on the traveling route specified by the traveling route specifying unit and the traveling route divided by the traveling route dividing unit, the inter-OD traveling route is determined based on the divided traveling route.

As described above, based on the idea of dividing the traveling route according to a certain standard, it is possible to appropriately determine the inter-OD traveling route that matches the actual situation without any unnaturalness. Therefore, it can be used for traffic volume prediction and traffic volume control. The following are examples of the certain division criterion. (a) The traveling speed of the vehicle on any of the links constituting the traveling route is lower than a standard ratio by a certain percentage or lower than a standard ratio. 2): In this case, since the vehicle is not considered to be in congestion but is considered to have parked or stopped or has been traveling slowly, it is considered that the traveling purpose has been achieved once, and the traveling route is divided.

(B) The traveling speed of the vehicle on any of the links constituting the traveling route is lower than the threshold value. (Claim 3): As in the case of (a) above, the vehicle is parked and stopped. Alternatively, since it is considered that the vehicle has slowed down, the traveling route is divided on the assumption that the traveling purpose has been achieved. (c) The travel time of the vehicle on any of the links that make up the travel route must exceed a standard percentage, or exceed a certain percentage, or exceed the standard travel time by a certain difference or more. Item 4): The running speed is simply referred to as the running time, and is the same as (a).

(D) The angle difference between the two links constituting the travel route exceeds a threshold value. (Claim 5) In this case, since the travel route is largely bent, the first travel is performed. The travel route is divided assuming that the goal has been achieved and the return route has been reached. (d1) The two links may be two adjacent links or two links separated by a fixed number of links (claim 6): if the two links are adjacent, the vehicle is U Turn can be detected. If the two links are farther apart from each other, it is possible to detect that the vehicle is slowly changing direction.

(E) The straight line distance or the shortest path distance from the departure point O to the passing link has been reduced continuously by a certain number of times (claim 7):
, The travel route is divided on the assumption that the travel purpose has been achieved for the time being. (f) The straight-line distance or the shortest route distance s from the passing link to the destination D is continuously increased by a certain number of times (claim 8): In this case, it is determined that the vehicle is far from the destination. Therefore, the travel route is divided on the assumption that the travel purpose has been achieved.

(G) The ratio or difference between the distance traveled on the route and the straight line distance or the shortest route distance at both ends of the route has exceeded a threshold value. (Claim 9): When the vehicle is detouring Since it is conceivable, it is considered that the purpose of traveling has been achieved at least once, and the traveling route is divided. The ground device includes a plurality of road communication devices that communicate with on-vehicle devices, and a center device that collects information of each road communication device. It is for grasping the position of the vehicle based on the position information, and the traveling route specifying means connects the roads on which the on-road communication devices that communicate with the on-vehicle device are installed to thereby connect the vehicle on which the on-vehicle device is mounted. The travel route may be specified (claim 10). This configuration relates to an embodiment of the present invention in which a roadside communication device is installed on a road, and information of an identification code of an in-vehicle device is collected by the roadside communication device.

The traveling route specifying means may connect the roads on which the on-road communication devices are communicated with the on-vehicle devices and calculate the optimum route between the roads on which the on-road communication devices are installed. Good (claim 11). When the on-road communication device is not installed on all roads, an optimum route (shortest distance route, shortest time route, etc.) between roads on which the on-road communication device is installed is calculated, and the optimum route is determined by the vehicle. And the travel route.

Further, the position information grasping means may grasp the position of the vehicle by acquiring position detection information of the vehicle from a vehicle-mounted device through communication.
2). This configuration relates to an embodiment of the present invention in which the position information of the vehicle and the identification code information of the in-vehicle device are collected in the ground device using the position detection function of the in-vehicle device. (2) The inter-OD travel route determination method of the present invention is a method according to the same invention as the inter-OD travel route determination device described in claim 1 (claim 13).

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention for communicating with a vehicle-mounted device using a road beacon will be described below in detail with reference to the accompanying drawings. —Road Beacon— FIG. 1 is an installation diagram of a road beacon B functioning as a road communication device. The road beacon B has a light emitting and receiving device B1 arranged above the pole, at a position overlooking the road, and a control device B2 installed beside the pole. Control device B
Reference numeral 2 is connected to a later-described center device A via a wired communication line.

The road beacon B has a road communication function of performing bidirectional communication with the vehicle-mounted device C using light of a predetermined wavelength. The vehicle is provided with a vehicle sensing function for detecting the passage of a passing vehicle. The communication medium of the road beacon B is not limited to light but may be radio waves. FIG. 2 is a flowchart illustrating a procedure for transmitting data from the road beacon B to the center device A when focusing on the road communication function.

The road beacon B collects information from the in-vehicle device C in the storage device B2 (step S1). In-vehicle device C
The data collected from the roadside beacon B include data such as the vehicle identification code, vehicle type information, the code of the last beacon passed, and the running time since the previous beacon passed. The identification code may be a code unique to a vehicle, an in-vehicle device, or an individual. Also, beacon B on the street
May be a code generated and assigned by a random number at a specific timing, or may be a number sequentially assigned to passing vehicles.

When a certain transmission cycle is reached (step S
2) Transmit the data to the center device A (step S)
3). The center device A stores the received information (step S4). Table 1 shows the information collected from the plurality of road beacons B and stored in the center device A.

[0022]

[Table 1]

—Road Network— FIG. 3 is an area map of an arterial road (hereinafter simply referred to as “road”) network in which on-road beacons, cameras and the like are installed. In this map, a plurality of roads are drawn vertically and horizontally, and there are intersections. The road between the intersections is taken as one link unit, and constitutes up and down links L1 to LN (N = 48 in FIG. 3). Cross connection point between links is intersection node N
1, N2,..., N9.

The road beacon is installed at a position where the vehicle enters an intersection from each link, and is indicated by a black triangle. Although the road beacons are depicted in FIG. 3 as being installed at each intersection, there are actually intersections that are not installed. In addition, it may be installed at a position other than the position where the vehicle enters the intersection. Cameras are installed everywhere overlooking a certain range of roads. In addition, narrow streets are connected from the middle of the road, and parking lots for shops and houses exist in the middle of the road. In FIG. 3, narrow streets and parking lots are drawn only on some of the roads for the sake of drawing.
Most of the roads have narrow streets and parking lots.

—Center Device— FIG. 4 is a functional block diagram of the center device A. The center device A includes an input converter 1 for converting a transmission / reception signal with the road beacon B, an input converter 2 for converting an image signal of the camera, and a point traffic volume (point The traffic volume measurement unit 3 that calculates the number of vehicles per unit time passing through the vehicle, the identification code of the vehicle, the passing time, the vehicle type, and the code of the beacon that passed last time, based on the transmission / reception signal of the road beacon B and the image signal of the camera. A data totaling unit 4 that acquires data of the traveling time since the last time when the vehicle passed the beacon and accumulates the data in a memory; retrieves the data accumulated in the memory of the data accumulating unit 4; The OD travel route calculation unit 5 calculates the OD traffic volume (Q1) by statistically processing the OD travel route and calculates the OD traffic volume (Q1). An OD traffic estimator 6 that calculates OD traffic (Q2) based on point traffic and estimates final OD traffic (Q) based on both OD traffic (Q1, Q2). I have. The cylinders in FIG. 4 indicate the memories belonging to each part.

The center device A includes a computer, a memory, an input / output device, etc., and includes the traffic volume measuring unit 3, the data compiling unit 4, the OD driving route calculating unit 5, the OD traffic volume estimating unit 6.
All or some of the processing functions performed by the computer are realized by a computer executing a program recorded in the memory. Hereinafter, the respective processes performed by the traffic volume measurement unit 3, the OD travel route calculation unit 5, and the OD traffic volume estimation unit 6 will be sequentially described with reference to a flowchart if necessary.

-Traffic Volume Measurement-The traffic volume measuring unit 3 is based on the sensing signal of the road beacon B obtained from the input converting unit 1 and the point traffic volume (the number of vehicles passing per unit time (for example, 5 minutes)). Is calculated. Since the road beacon B is installed for each link, the point traffic volume is also calculated for each link. Therefore, it is hereinafter referred to as “link point traffic volume”. Further, the traffic measuring unit 3 calculates the sum Σ of the time tk when each vehicle k crosses the vehicle sensor within the occupation time O (unit time (for example, 5 minutes)).
tk).

The traffic measuring section 3 measures the link travel time as follows. Using the point traffic volume measurement value q, the occupation time O, and the average vehicle length (constant value) I, calculate the average speed V of the vehicle by the formula V = I · q / O, and calculate the average speed V and the link length. Using L, the link travel time T is calculated by the equation T = L / V. In addition, the vehicle is identified by matching the plate number of the vehicle from the measurement image of the camera,
From the time when the same vehicle passes through the end of the link and the time when the same vehicle passes through the other end of the link, a time T ′ required for traveling on the link is obtained. If a plurality of vehicles have passed in the unit time, the average of the link travel time T 'of each vehicle is calculated.

Then, either the link travel time T or the link travel time T 'obtained as described above, or a weighted average of these, is taken as the link travel time. Note that a filter value may be used to absorb a travel time measurement error. In addition, since there is variation depending on the day of the week, time zone, weather, and the like, past statistical values may be added. -OD Travel Route Calculation- FIGS. 5 to 7 are flowcharts for explaining the OD travel route calculation processing performed by the OD travel route calculation unit 5.

First, referring to FIG. 5, a vehicle identification code, a passing time, a vehicle type, a code of a beacon passed last time, and a code of a beacon passed last time stored in a memory of the data tallying unit 4 from a time point when the vehicle passed the last beacon will be described. Travel time data (Table 1)
Is obtained (step T1). Then, the data is sorted for each identification code and stored in the memory (step T2). This information is called “basic information”. Table 2 is a list of basic information. According to Table 2, for example, the information of the in-vehicle device having the identification code “1357” is collected in a lump.

[0031]

[Table 2]

Next, referring to FIG. 6, data of the same vehicle identification code is extracted from the basic information (step T3).
Based on the data of the same vehicle identification code, the data is rearranged in the order of the passing beacons (step T5). Thereby, the beacons that have passed can be specified in the passing order. In addition, the running time between passing beacons can be calculated. The road beacon that has passed the earliest and is flagged as “no previous beacon” indicates the point of occurrence (O) of the vehicle, and the road beacon that has passed at the latest point indicates the vanishing point (D) of the vehicle. Represent.

Next, a traveling route between the passing beacons is obtained (step T7). Since the road beacon B is usually installed at each intersection as shown in FIG. 3, the traveling route between passing beacons is a road connecting the intersections. However, if the on-road beacon B is not installed at each intersection, the traveling route is not uniquely determined, so the optimal route between passing beacons is calculated based on the known Dijkstra method, potential method, etc. 7-2447
No. 98). The calculation of the optimal route may be based on either the link travel time or the link distance.

Although it is not possible to determine 100% whether or not the vehicle actually traveled on the calculated optimal route, it is most likely that the vehicle has traveled on the optimal route. And Next, a method of dividing a traveling route according to the present invention will be described. Referring to FIG. 7, the link traveling speed on the traveling route is calculated (step T8). This traveling speed can be calculated by dividing the link traveling distance by the link traveling time.

Further, an angle difference between a certain number of continuous running links is calculated (step T9). The “constant number” may be a positive integer. It may be two or three or four. FIG. 9 is a road map for explaining the angle difference between the traveling links. FIG. 9A shows a case where the traveling route of the vehicle passes through links La, Lb, Lc, and Ld. The angle difference between adjacent links Lc and Ld is substantially 180 degrees. FIG. 9B shows a link L forming a traveling route of the vehicle.
Of the angles a, Lb, Lc, Ld, and Le, the angle between the links Lb and Lc is 90 degrees, the angle between the links Lc and Ld is 90 degrees, and the angle between the links Lb and Ld is 180 degrees. Is shown. In the case of FIG. 9B, the angle difference between the skipped links is almost 180 degrees.

Assuming that the “constant number” is 2, FIG.
In the case of turning as described above, the traveling route is divided. If the “constant number” is set to 3, the traveling route is divided even when the U-shaped direction change as shown in FIG. 9B is performed. The larger the "constant number" is, the more the traveling route is divided even in the case of a gentle turn. In step T10, it is determined whether or not the traveling route should be divided.
As one of the criteria, the speed at which the vehicle travels on the link is determined by the standard traveling speed of the link in the time zone (for example, using the link travel time calculated by the traffic volume measurement unit 3 as described above). It is determined that the traveling route is to be divided when the traveling speed is lower than a certain ratio (compared to the traveling speed calculated in the above). For example, if the link traveling speed of the vehicle is 1 km / h and the traveling speed of the link in the time zone is 50 km / h, it is determined that the vehicle is parked or stopped for some reason. Is divided, the driving route is divided. The “constant ratio” is a numerical value determined empirically, and is set to a value such as 0.1 or 0.2.

The travel route may be divided when the time that the vehicle travels on the link is at least a certain multiple of the standard travel time of the link in the time zone.
Since the link distance is known, there is a one-to-one correspondence between the traveling speed and the traveling time. When the link traveling speed of the vehicle is less than the threshold, it is considered that the vehicle is parked and stopped,
It is also conceivable to divide the traveling route. The threshold value is a numerical value determined empirically, and is set to, for example, 0.5 km / h.

As another criterion, as described above with reference to FIG. 9, when the angle difference between the traveling links exceeds a threshold value (for example, 150 degrees), the traveling route is divided. Other than the above, the following criterion can be considered. As shown in FIG. 10A, the route is divided when the straight line distance or the shortest route distance s from the departure point O is continuously reduced by a certain number of times. In addition, as shown in FIG. 10B, the route is divided when the linear distance or the shortest route distance s to the destination D is continuously increased by a certain number of times. Further, FIG.
As shown in FIG. 0 (c), when the ratio or difference between the distance traveled by a fixed number of continuous links and the straight-line distance or the shortest path distance s exceeds a threshold value, the path is divided.

If the traveling route is divided, the divided traveling route is recorded as inter-OD traveling route information (step T1).
2. T13). More specifically, a suffix is added to the vehicle identification code so that the divided traveling route can be identified. Then, in the data that was first divided and exchanged with the road beacon, "the code of the last beacon passed" and "running time since the last beacon passed"
Is rewritten as “none”. This means that the occurrence of a new vehicle has been recorded.

When not dividing, the traveling route is
It is recorded as inter-D travel route information (step T13). -OD Traffic Volume Calculation-If the above-described inter-OD travel route is obtained for each vehicle equipped with the vehicle-mounted device C, the process proceeds to the OD traffic volume estimation process (FIG. 8).
reference). First, the O of each vehicle obtained as described above
The inter-D travel route is classified by region and time zone, and the OD traffic volume Q1 is calculated for each region and time zone based on the inter-OD travel route of each vehicle (step T14). In this case, it is necessary to estimate the OD traffic volume of both the vehicle equipped with the vehicle-mounted device C and the vehicle not mounted, that is, all vehicles. Is multiplied by the reciprocal of the ratio between the vehicle equipped with and the total vehicle to obtain the OD traffic volume of all the vehicles.

Next, the OD traffic volume Q2 is calculated using the traffic volume at the link point obtained by the traffic volume measuring section 3 based on the vehicle sensing signal of the road beacon B (step T15) (patent of the same applicant). Application, Japanese Patent Application No. 2000-233430
issue). Then, by taking a weighted average of the OD traffic volumes Q1 and Q2, the OD traffic volume Q having a high likelihood can be estimated (step T16). By using the above OD traffic volume Q, the traffic volume at each time can be predicted for each link, which can be used for traffic volume prediction and traffic volume control.

Although the embodiments of the present invention have been described above, the embodiments of the present invention are not limited to the above embodiments. For example, GPS (Global Positioning)
System) and the like, the identification code and the information of the vehicle detection position are taken into the ground device from the in-vehicle device, and the ground device has the same configuration as the center device A described above. It is also possible to obtain a travel route between ODs. In this case, communication between the in-vehicle device and the ground device may be performed periodically or irregularly using a mobile phone, a car phone, or a dedicated line.

[0043]

As described above, according to the inter-OD travel route determining apparatus or method of the present invention, the inter-OD travel route can be obtained with good accuracy. Therefore, the OD traffic volume can be accurately estimated based on the inter-OD travel route, which can be used for traffic volume prediction and traffic volume control.

[Brief description of the drawings]

FIG. 1 is a layout diagram of a road beacon B;

FIG. 2 is a flowchart illustrating a procedure for transmitting data from a road beacon B to a center device.

FIG. 3 is an area map of a road network where a road beacon B, a camera, and the like are installed.

FIG. 4 is a functional block diagram of a center device.

FIG. 5 is a flowchart illustrating an OD travel route calculation process performed by an OD travel route calculation unit.

6 is a flowchart for explaining an OD travel route calculation process performed by the OD travel route calculation unit 5 (continuation of FIG. 5).

FIG. 7 is a flowchart for explaining an OD travel route calculation process performed by the OD travel route calculation unit 5 (continuation of FIG. 6).

FIG. 8 is a flowchart for explaining an OD traffic volume calculation process (continuation of FIG. 7).

FIG. 9 is a road map for explaining a criterion for dividing a traveling route based on an angle difference between traveling links.

FIG. 10 is a road map for explaining a criterion for dividing a traveling route based on a traveling link distance.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Input conversion part 2 Input conversion part 3 Traffic volume measurement part 4 Data totalization part 5 OD travel route calculation part 6 OD traffic volume estimation part A Center device B Street beacon B1 Emitter / receiver B2 Control device C In-vehicle device

Continued on the front page (72) Inventor Kenji Amame 1-3-1 Shimaya, Konohana-ku, Osaka-shi F-term in the Sumitomo Electric Industries, Ltd. Osaka Works 5H180 AA01 BB02 BB04 BB05 CC04 CC12 DD01 DD03 EE03 FF05 FF27

Claims (13)

[Claims] 1. An inter-OD travel route determining device for obtaining an inter-OD travel route of a vehicle based on communication between an on-board device transmitting an identification code and a ground device, wherein the ground device includes: Position information grasping means for grasping the position of the vehicle, information collecting means for collecting information of the identification code of the vehicle-mounted device, and information of the identification code of the vehicle-mounted device and position information grasping means collected by the information collecting means. Route identification means for identifying the travel route of the vehicle equipped with the in-vehicle device, based on the position information of the vehicle, and determining whether the travel route identified by the travel route identification means satisfies a certain division criterion. A traveling route dividing unit that divides the traveling route determined to satisfy the predetermined dividing criterion by the dividing determining unit; If there is a specified traveling route and a traveling route divided by the traveling route dividing means,
An inter-OD travel route determining device for determining an inter-OD travel route based on the divided travel route. 2. The fixed division criterion is that the traveling speed of the vehicle on any of the links forming the traveling route is lower than a predetermined ratio or lower than a standard traveling speed. Claim 1 that is less than the difference
The travel route determination device between ODs according to the above description. 3. The inter-OD traveling route determination device according to claim 1, wherein the predetermined division criterion is that a traveling speed of the vehicle on one of links forming the traveling route is lower than a threshold value. 4. The certain division criterion is that the traveling time of the vehicle on any of the links constituting the traveling route exceeds a predetermined ratio as compared with a standard traveling time, The inter-OD travel route determination device according to claim 1, wherein the difference is greater than the difference. 5. The OD travel route determination device according to claim 1, wherein the predetermined division criterion is that an angle difference between two links constituting the travel route exceeds a threshold value. 6. The two links are two adjacent links or two links separated by a certain number of links.
The travel route determination device between ODs according to the above description. 7. The OD travel route determination according to claim 1, wherein the predetermined division criterion is that the straight-line distance or the shortest route distance from the departure point O to the passing link is continuously reduced by a certain number of times. apparatus. 8. The OD travel route determination device according to claim 1, wherein the predetermined division criterion is that the straight-line distance or the shortest route distance from the passing link to the destination D is continuously increased by a certain number of times. . 9. The method according to claim 1, wherein the predetermined division criterion is that a ratio or a difference between a distance traveled on the route and a linear distance or a shortest route distance at both ends of the route is equal to or larger than a threshold value. OD travel route determination device. 10. The ground device includes a plurality of on-road communication devices for communicating with on-vehicle devices, and a center device for collecting information of each on-road communication device. It is for grasping the position of the vehicle based on the installation position information of the on-road communication device, and the travel route specifying means connects the roads on which the on-road communication device that communicates with the on-vehicle device is installed to thereby connect the on-vehicle device. The travel route determination device between ODs according to claim 1, wherein the travel route of the vehicle equipped with the vehicle is specified. 11. The running route specifying means calculates an optimum route between roads on which the on-road communication device is installed to connect roads on which the on-road communication device is communicated with the on-vehicle device. The inter-OD travel route determination device according to claim 10. 12. The OD travel route determining apparatus according to claim 1, wherein said position information grasping means grasps the position of the vehicle by acquiring position detection information of the vehicle from a vehicle-mounted device by communication. 13. An inter-OD travel route determining method for determining an inter-OD travel route of a vehicle based on communication between an on-vehicle device transmitting an identification code and a ground device, wherein the ground device includes: While receiving the identification code transmitted by the in-vehicle device, the position of the vehicle is grasped, and based on the received identification code of the in-vehicle device and the information of the grasped vehicle position, the traveling route of the vehicle equipped with the in-vehicle device is determined. Determining whether the specified traveling route satisfies a certain division criterion, dividing the traveling route determined to satisfy the certain division criterion, and A method for determining an inter-OD travel route, comprising determining an inter-OD travel route based on a divided travel route when there is a divided travel route.