JP2003016569A - Device and method for determining od traffic - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine OD traffic Q with higher accuracy by using OD traffic Q1 calculated on the basis of communication between an on-vehicle device for transmitting an identification code and a ground device and OD traffic Q2 calculated by traffic measuring. SOLUTION: A weighted average operation between the OD traffic Q1 and the OD traffic Q2 is performed (Z4), weighted and averaged OD traffic is traveled along the optimum route (Z6) from an occurrence point (O) to a disappearance point (D) to calculate point traffic of each point, a weight coefficient αwhen the average operation is performed is determined (Z9) so that the calculated point traffic may coincide with traffic measured at each point within a prescribed error (Z7 and Z8), and weighted average operation between the OD traffic Q1 and the OD traffic Q2 is performed on the basis of the determined weight coefficient α to calculate OD traffic Q to output the OD traffic Q.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is determined based on communication between an on-vehicle device (including a device installed in a vehicle and a device brought into a vehicle) that transmits an identification code and a ground device. The present invention relates to an OD traffic volume determining apparatus and method for determining a more accurate OD traffic volume by using the OD traffic volume and the OD traffic volume obtained by the traffic volume measurement.

[0002]

2. Description of the Related Art OD traffic volume, which is also called origin / end traffic volume, refers to the number of vehicles per unit time that occurs at a certain point on a road network of a certain scale and disappears at another point ([1]
Ryuichi Mato et al. "Starting and ending traffic volume measurement system" Matsushita T
echnical Journal Vol. 44 No. 3 Jun. 1998). The “occurrence” means a case where a vehicle enters the road network of a certain scale from a road network (narrow street) of a smaller scale or a parking lot, and the “disappearance” means a road of the certain scale. A case where a vehicle exits from the net to the narrow street, a parking lot, or the like.

Further, focusing on one vehicle, it is called "trip" that it occurs from a certain point, passes through a certain route, and disappears at another point. This tripped route is called an "OD travel route". On the other hand, the number of vehicles passing through a certain point per unit time is called the point traffic or the observed traffic. The OD traffic volume is an important parameter useful for traffic volume prediction and various traffic control studies and evaluations because it can more accurately represent the traffic volume as compared with the point traffic volume.

In order to know the OD traffic volume, there are a method of directly measuring the traveling route between ODs and a method of indirectly estimating it from measurement data of the point traffic volume.

[0005]

A method for directly measuring the traveling route between ODs is to install a roadside communication device such as an optical beacon on the road and perform bidirectional communication with an on-vehicle device to track the vehicle. Is the way. The weakness of this method is that the number of vehicles equipped with the in-vehicle device is limited, and thus data for all vehicles cannot be obtained. Therefore, in order to obtain the OD traffic volume, it is necessary to correct the number of vehicles by multiplying it by the reciprocal of the ratio of the number of vehicles equipped with the in-vehicle device and the total number of traveling vehicles. Absent.

On the other hand, some theoretical methods have been proposed as a method for indirectly estimating the traffic data of the point (see [2] [3] [4]). [2] Koichi Sakai, Shinji Tanaka, Toshio Yoshii, Masao Kuwahara: "Examination of OD estimation accuracy based on the survey of the origin and destination of traffic on the Metropolitan Expressway" Traffic Engineering, Vol. 33, No.6 (1998) [3] Toshio Yoshii, Masao Kuwahara, Hirokazu Akabane, Ryota Horiguchi: "Estimation of Dynamic OD Traffic Volume from Roadside Observed Traffic Volume Using Traffic Simulation"
o. 15 (1998) [4] Hiroyuki Koneyama, Masao Kuwahara: “Estimation of time-varying OD traffic from roadside observed traffic” Traffic Engineering, Vol. 32, N
o.2 (1997) Further, invented by the present inventor, in order to estimate OD traffic volume efficiently and more accurately, the traffic volume generated for each road section (link) is calculated according to the shortest route tree. There is also a method of using a model that disperses and disappears in the direction links (Japanese Patent Application No. 2000-233430).

However, each of the above OD traffic volume estimation methods is only indirectly estimated from the measured data of the point traffic volume, and the estimated OD traffic volume is the actual O
It is necessary to verify whether the traffic volume is D. Therefore, an object of the present invention is to make up for the drawbacks of the OD traffic volume obtained by directly measuring the OD travel route of the vehicle and the OD traffic volume indirectly estimated from the measurement data of the point traffic volume, Accordingly, it is an object of the present invention to provide an OD traffic volume determination device and method that can accurately reproduce the actual OD traffic volume.

[0008]

[Means for Solving the Problems] (1) The OD traffic volume determining apparatus of the present invention comprises an averaging means for calculating a weighted average of OD traffic volume Q1 and OD traffic volume Q2, and an OD traffic volume generation point. The optimal route calculating means for calculating the optimal route from (O) to the vanishing point (D), and the weighted and averaged OD traffic volume along the optimal route from the originating point (O) to the vanishing point (D). And the point traffic volume calculating means for calculating the point traffic volume of each point, the point traffic volume measuring means for measuring the point traffic volume of each point, and the point traffic volume calculated by the point traffic volume calculating means. A weighting factor determining unit that determines a weighting factor when performing the average calculation so that the point traffic volume measured by the point traffic volume measuring unit is equal to or less than a predetermined error. , Based on this determined weighting factor, OD traffic volume Q is calculated by weighted average calculation of OD traffic volume Q1 and OD traffic volume Q2.
The traffic volume Q is output (Claim 1).

According to the OD traffic volume determining device having this configuration,
The weighted average calculation of the OD traffic volume Q1 and the OD traffic volume Q2 is performed, and the weighted and averaged OD traffic volume is calculated from the generation point (O) to the extinction point (D) on the optimal route (shortest distance route, shortest route). Driving along a time route, etc., calculate the point traffic volume of each point, and make sure that the calculated point traffic volume matches the point traffic volume measured at each point within a predetermined error. Then, a weighting factor for the average calculation is determined, and the OD traffic volume Q is determined based on the determined weighting factor.
A weighted average calculation of 1 and OD traffic volume Q2 is performed to obtain and output OD traffic volume Q.

As described above, since the weighting factor can be finally determined so that the OD traffic volume Q matches the point traffic volume measured at each point, the OD travel route of the vehicle is directly measured. It is possible to obtain the OD traffic volume Q that is more accurate than both the OD traffic volume Q1 obtained in this way and the OD traffic volume Q2 indirectly estimated from the measurement data of the point traffic volume. In addition, the OD traffic volume increasing means for correcting the OD traffic volume Q1 obtained based on the communication between the vehicle-mounted device and the ground device in consideration of the mounting rate of the vehicle-mounted device is further provided, and the average calculation means is It is preferable to perform a weighted average calculation of the expanded OD traffic volume Q1 and the OD traffic volume Q2 (claim 2). The on-board device loading rate is currently low, and if processing is performed without taking this loading rate into consideration, the OD traffic volume Q1 will be evaluated lower than it actually is, and the OD traffic volume Q with high accuracy will be evaluated.
Because you will not be able to get.

The loading rate of the on-vehicle device is OD over a wider area than the area where the OD traffic volume Q is to be determined.
It may be determined by obtaining the ratio of the traffic volume Q1 and the OD traffic volume Q2 (claim 3). OD over a wide area
The ratio of the traffic volume Q1 and the OD traffic volume Q2 is calculated to estimate the mounting rate of the in-vehicle device. This is an effective method when the data on the loading rate of the in-vehicle device cannot be obtained. The OD traffic volume Q1 calculated based on the communication between the vehicle-mounted device and the ground device and the OD traffic volume Q2 calculated by the traffic volume measurement are converted from the OD traffic volume of each link into the OD traffic volume of each area. The system further comprises conversion means and inverse conversion means for inversely converting the OD traffic volume of the regional unit to the OD traffic volume of the link unit, and the average calculation process is performed based on the OD traffic volume of the regional unit, and the point traffic The process of calculating the point traffic volume of each point by the volume calculation means can be performed based on the inversely converted link-based OD traffic volume (claim 4). The OD traffic volume Q1 determined based on the communication between the vehicle-mounted device and the ground device and the OD traffic volume Q2 determined by the traffic volume measurement each include an error,
It is easier to process the data by the region unit than by the link unit because the error is averaged. Therefore, it is converted into the OD traffic volume in the area unit. However,
Since the processing for calculating the point traffic volume of each point can be performed only in link units, in this case, it is converted back to link units.

Also when expanding the OD traffic volume Q1, it is preferable to perform it based on the OD traffic volume in each area (claim 5). When expressed in link units, the error of the OD traffic volume Q1 is large when the mounting rate of the in-vehicle device is low. For example, the OD traffic volume Q1 may be 0 even if a vehicle is generated. In this case, the OD traffic volume Q1 will be 0 even if expanded, which means that it does not match the actual traffic. Therefore, regional unit OD
It is preferable to be based on traffic volume.

It is preferable that the inverse conversion means performs the inverse conversion using the reciprocal of the conversion coefficient used when converting the OD traffic volume Q2 from the link unit OD traffic volume to the regional unit OD traffic volume ( Claim 6). This is because, as described above, the error in the OD traffic volume Q1 is large, and thus the error in the inverse conversion is smaller when the coefficient when the OD traffic volume Q2 is converted is used. The ground device includes a position information grasping unit that grasps a position of a vehicle, an information collecting unit that collects information of an identification code of an in-vehicle device, and an identification code information and a position information of the in-vehicle device collected by the information collecting unit. Based on the position information of the vehicle grasped by the grasping means, a traveling route identifying means for identifying a traveling route of the vehicle equipped with the in-vehicle device, and traveling between ODs based on the traveling route identified by the traveling route identifying means. It may be provided with an OD traffic volume specifying means for specifying a route and an OD traffic volume estimating means for estimating an OD traffic volume Q1 based on the specified OD-to-OD traveling routes per unit time (claim 7). . According to the inter-OD traveling route determination device having this configuration, the ground device collects the information of the identification code of the vehicle-mounted device, and based on the collected information of the identification code and the position information of the vehicle, the traveling route of the vehicle. Specify. Then, the inter-OD travel route is determined based on the travel route identified by the travel route identification means, and the OD traffic volume Q1 is estimated based on each inter-OD travel route.

The ground device includes a plurality of on-road communication devices communicating with the on-vehicle device, and a center device for collecting information on each on-road communication device, and the position information grasping means is
The position of the vehicle is grasped based on the installation position information of the roadside communication device through which the vehicle has passed, and the travel route specifying means connects the roads on which the roadside communication device communicating with the vehicle-mounted device is installed. Alternatively, the travel route of the vehicle equipped with the in-vehicle device may be specified (claim 8). This configuration relates to an embodiment of the present invention in which an on-road communication device is installed on a road, a position of a vehicle is grasped by the on-road communication device, and information of an identification code of an in-vehicle device is collected.

The running route specifying means calculates an optimum route between the roads on which the road communication device is installed to connect roads on which the road communication device communicating with the vehicle-mounted device is installed. Good (Claim 9). If the roadside communication device is not installed on all roads, calculate the optimal route between the roads where the roadside communication device is installed,
The optimum route is set as the traveling route of the vehicle. Further, the position information grasping means may grasp the position of the vehicle by acquiring the vehicle position detection information from the vehicle-mounted device by communication (claim 10). This configuration utilizes the position detection function of the vehicle-mounted device to collect the vehicle position information and the identification code information of the vehicle-mounted device in the ground device.
It is related to an embodiment of the present invention.

(2) The OD traffic volume determining method of the present invention is a method according to the same invention as the OD traffic volume determining apparatus described in claims 1, 2, and 3 (claims 11, 12, and 1).
3). (3) The OD traffic volume determination device of the present invention is the OD traffic volume Q1 calculated based on the communication between the vehicle-mounted device and the ground device.
Is an OD traffic volume determination device for determining the OD traffic volume Q with higher accuracy by using an expansion means for multiplying the OD traffic volume Q1 by a coefficient, and an OD traffic volume generation point (O) to an extinction point. The optimum route calculating means for calculating the optimum route to (D) and the OD traffic volume multiplied by the coefficient are used as the generation point (O).
From the to the vanishing point (D), the point traffic volume calculating means for calculating the point traffic volume of each point by running along the optimum route, the point traffic volume measuring means for measuring the point traffic volume of each point, and the point The point traffic volume calculated by the traffic volume calculation means and the point traffic volume measured by the point traffic volume measurement means are provided with a coefficient determination means for determining the coefficient so as to match within a predetermined error, Based on this determined coefficient, the expansion means multiplies the OD traffic volume Q1 by a coefficient
The traffic volume Q is obtained and the OD traffic volume Q is output (claim 14).

This OD traffic volume determining device is used for OD traffic volume Q.
For the purpose of increasing the accuracy of 1, multiply the obtained OD traffic volume Q1 by a coefficient, and run the OD traffic volume with the coefficient along the optimum route from the generation point (O) to the extinction point (D). Then, the point traffic volume of each point is calculated, and the calculated point traffic volume and the point traffic volume measured at each point are determined such that the coefficients are equal to or less than a predetermined error, and the coefficient is determined. Based on the determined coefficient, the OD traffic volume Q1 is multiplied by a coefficient to obtain the OD traffic volume Q, and the OD traffic volume Q is output. By this processing, the coefficient can be appropriately selected and the accuracy of the OD traffic volume Q1 can be improved. The coefficient may be determined for each link or may be uniformly determined in each area.

The coefficient may be a coefficient in consideration of a mounting rate of an in-vehicle device (claim 15). If the coefficient is set in consideration of the mounting rate of the vehicle-mounted device, there is an advantage that it becomes a standard when determining the initial value of the coefficient. (4) The OD traffic volume determination method of the present invention is defined in claims 14 and 15.
The method according to the same invention as the OD traffic volume determining device described in (16, 17).

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. —Road Beacon— FIG. 1 is an installation diagram of a road beacon B that functions as a road communication device. The roadside beacon B has an emitter / receiver B1 arranged above the pole, at a position overlooking the road, and a control device B2 installed beside the pole. Control device B
2 is connected to a center device A described later by a wired communication line.

The roadside beacon B has a roadside communication function of performing bidirectional communication with the vehicle-mounted device C by using light of a predetermined wavelength, and irradiates a short pulse optical signal toward the road, and the downward light is reflected by the reflected light. It has a vehicle detection function for detecting the passage of a passing vehicle. The communication medium of the roadside beacon B is not limited to light and may be radio waves. FIG. 2 is a flowchart illustrating a procedure of transmitting data from the road beacon B to the center apparatus A when focusing on the road communication function.

The roadside beacon B collects information from the vehicle-mounted device C in the storage device B2 (step S1). In-vehicle device C
As the data collected from the on-road beacon B, there are data such as a vehicle identification code, vehicle type information, a code of a beacon that passed the previous time, and a traveling time from the time when the beacon passed the previous time. The identification code may be a code unique to a vehicle, a vehicle-mounted device, or an individual. Also, a beacon B on the road
However, it may be a code generated and assigned by a random number at a specific timing, or a number sequentially assigned to passing vehicles.

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

[0023]

[Table 1]

It should be noted in advance that the embodiment of the present invention is not limited to the mode in which the position of the vehicle is detected by using the on-road communication device. For example, GPS (G
Lobal Positioning System) and other vehicle position detection functions, the identification code and the vehicle detection position information from the vehicle-mounted device are taken into the ground device, and the ground device is provided with the same configuration as the center device A described later. It is also possible to obtain the OD travel route of each vehicle. In this case, communication between the vehicle-mounted device and the ground device may be performed regularly or irregularly using a mobile phone, a car phone, or a dedicated line.

-Road Network- FIG. 3 is an area map of a road network in which road beacons, cameras and the like are installed. In this map, multiple roads are drawn vertically and horizontally, and there are intersections. The road between the intersections is regarded as one link unit, and the up and down links L1 to LN (see FIG.
Then N = 48). The cross connection points of the links are intersection nodes N1, N2, ..., N9.

The road beacon is installed at a position where each link enters the intersection, and is indicated by a black ▲ mark. Although the road beacons are drawn as installed at each intersection in FIG. 3, there are actually some intersections not installed. In addition, it may be installed at a position other than the position to enter the intersection. Cameras are installed everywhere overlooking a range of roads. Further, a narrow street is connected from the middle of the road, and a parking lot for shops and houses exists in the middle of the road. In FIG. 3, for the convenience of drawing, the narrow streets and parking lots are drawn only on some roads, but in reality,
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 cylindrical shape in FIG. 4 indicates a memory belonging to each part. The center apparatus A includes an input conversion unit 1 that converts a transmission / reception signal with the road beacon B, an input conversion unit 2 that converts an image signal of a camera, a travel time measurement unit 8, an optimum route tree calculation unit 9, and a road beacon B. Traffic volume measuring unit 3 for calculating the point traffic volume based on the vehicle detection signal of the vehicle, and OD traffic volume Q based on the point traffic volume calculated by the traffic volume measuring unit 3.
It has an OD traffic volume estimation unit 6 for estimating 2.

Further, based on the transmitted / received signal of the road beacon B and the image signal of the camera, the vehicle identification code, the passing time, the vehicle type, the code of the previously passed beacon, and the data of the running time from the time of the previous passing of the beacon are obtained. The data totaling unit 4 that acquires and accumulates in the memory, takes out the data accumulated in the memory of the data totaling unit 4, and determines the inter-OD traveling route based on the data or the like.
It has an OD traffic volume estimation unit 7 which estimates the OD traffic volume Q1 by statistically processing the D-route.

The hybrid processing unit 10 is provided for determining the final OD traffic volume Q based on the two OD traffic volumes Q1 and Q2. The center device A includes a computer, a memory, an input / output device, and the like, and all or some of the functions of the processing units 3 to 10 are realized by the computer executing a program recorded in the memory.
Hereinafter, each processing performed by the travel time measuring unit 8, the optimum route tree calculating unit 9, the traffic amount measuring unit 3, the OD traveling route calculating unit 5, the OD traffic amount estimating unit 6, the OD traffic amount estimating unit 7, and the hybrid processing unit 10. Will be described in order using a flowchart if necessary.

-Measurement of Link Travel Time- The travel time measurement unit 8 measures the link travel time as follows. Using the measured point traffic volume q, the occupied time O, and the average vehicle length (which is a constant value) I, the average velocity V of the vehicle is calculated by the formula V = I · q / O, and this and the link length are calculated. L
Is used to calculate the link travel time T by the equation T = L / V. In addition, the vehicle plate number is matched from the measurement image of the camera to identify the vehicle, and it is necessary to drive the link from the time when the same vehicle passes the end of the link and the time when the other vehicle passes the other end of the link. The required time T'is obtained.
If there are a plurality of vehicles that have passed in a unit time, the link travel time T ′ of each vehicle is averaged.

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 for each time zone. A filter value may be used to absorb the travel time measurement error. Further, since there are variations depending on the day of the week, time of day, weather, etc., past statistical values may be taken into consideration. —Calculation of Optimal Route Tree— The optimal route tree calculation unit 9 calculates the optimal route tree as follows. The optimal route tree is a set of optimal routes that start from any link and reach all the links in the area (JP-A-7-244798).
(See the official gazette). Since there is only one optimal route from the departure link to another specific link, the optimal route tree extends from the departure link in a tree shape and does not intersect again.

To calculate the optimum route tree, the link travel time obtained by the travel time measuring unit is used, but the link distance may be used instead. The optimum route tree calculation unit calculates the optimum route tree with all links in the area as departure links. Therefore, if there are N links in the area, N optimal route trees can be obtained. -Traffic Volume Measurement-The traffic volume measurement unit 3 calculates the point traffic volume (the number of vehicles passing per unit time (for example, 5 minutes)) based on the detection signal of the road beacon B obtained from the input conversion unit 1. . Since the roadside beacon B is installed for each link, the point traffic volume is also calculated for each link. Therefore, it is called "link point traffic volume" below.

Further, the traffic volume measuring unit 3 detects an occupancy time O (sum Σtk of time tk when each vehicle k crosses a vehicle detector within a unit time (for example, 5 minutes)). -OD Travel Route Calculation- FIG. 5 is a flowchart for explaining the OD travel route calculation processing performed by the OD travel route calculation unit 5. First, the identification code of the vehicle for a predetermined number of days, the passing time, the vehicle type, the code of the beacon that passed last time, and the data of the traveling time from the time when the previous beacon passed (table 1) stored in the memory of the data totaling unit 4 Obtain (step W1). And
This data is sorted for each identification code and stored in the memory (step W2). This information is called "basic information". Table 2 is a list of basic information. According to Table 2,
For example, if the information of the in-vehicle device with the identification code “1357” is
It is organized in a lump.

[0034]

[Table 2]

Next, the data of the same vehicle identification code is taken out from the basic information (step W3). Based on the data of the same vehicle identification code, they are rearranged in the order of passing beacons (step W5). This allows the passed beacons to be specified in the order of passage. Also, the traveling time between passing beacons can be calculated. The road beacon that has passed at the latest point represents the vehicle vanishing point (D), and the road beacon that has passed the earliest and is flagged as "no beacon last passed" represents the vehicle generation point (O).

Next, the travel route between the passing beacons is obtained (step W7). Since the on-road beacon B is usually installed at each intersection as shown in FIG. 3, the travel route between passing beacons is a road connecting the intersections. However, when the on-road beacon B is not installed at each intersection, the travel route is not uniquely determined, and therefore the optimum route between the passing beacons is calculated based on the known Dijkstra method, potential method, etc. 7-2447
98 gazette). To calculate the optimum route, either the link travel time or the link distance may be used as a base.

It is not possible to determine 100% whether the vehicle actually traveled on the calculated optimum route, but since it is most likely that the vehicle traveled on the optimum route, it is considered that the vehicle has traveled on the optimum route, and this is regarded as the travel route. And -OD traffic volume calculation based on inter-OD travel route-For each vehicle equipped with the in-vehicle device C, if the inter-OD travel route is calculated, the OD traffic estimation unit 7 calculates the inter-OD traffic of each vehicle. The driving route is classified by region and time zone, and it occurs at a certain point and disappears at another point based on the inter-OD driving route of each vehicle for each region and time period. OD traffic volume Q1 which is the number of vehicles is calculated.

-OD Traffic Volume Calculation Based on Traffic Volume Measurement-Next, a method of calculating the OD traffic volume Q2 using the link point traffic volume calculated by the traffic volume measuring unit 3 will be described. Various methods are adopted as described in [Problems to be solved by the invention]. In this [Embodiment of the Invention], the patent application of the same applicant, Japanese Patent Application No. 2000-233430, is used. The OD traffic volume calculation method will be described. According to this method, a certain amount of traffic is set on the departure link, the amount of traffic is distributed along the route tree at the bifurcations of the route tree, and the simulated running is performed while partially eliminating the amount of traffic on the link. Through, the traffic volume at each link is calculated. From the transit traffic volume obtained by selecting each link in the area as the departure link, the transit probability matrix that links the traffic volume at the link with the traffic volume generated at the link is determined, and this transit probability matrix and the points measured at the link are calculated. The link-generated traffic volume can be calculated based on the traffic volume measurement value.

Then, along the route tree searched with each link as a departure link, the link generated traffic volume is distributed at the branch portion of the route tree, and a simulated traveling is performed while the traffic volume is partially eliminated by the link. Then, the OD traffic volume is estimated. -Calculation of Passing Probability Matrix H- A method of calculating the passing probability matrix H performed by the OD traffic volume estimating unit 6 will be described. FIG. 6 is a flowchart for explaining a method of calculating the passage probability matrix H.

First, the OD traffic volume estimation unit 6 obtains the link point traffic volume measurement value obtained from the traffic volume measurement unit 3 based on the detection signal of the vehicle detector (step X1). This link point traffic volume measurement value is the number N of links, so
It can be treated as an N-dimensional vector. Next, the link generated traffic volume set value and the link disappeared traffic volume set value are calculated (step X2).

As shown in FIG. 3, normally, one vehicle detector is installed for each link, and it is rare that the vehicle detector is installed at both the end point and the starting point of the link. Therefore, as shown in FIG. 7, a certain node (for example, N5) and links L12 and L2 flowing into the node N5.
5, L27, L30 and the link L1 flowing out from the node
1, L26, L28, and L29 are defined as one area, and the area-generated traffic volume J that disappears or the area-generated traffic volume J that occurs in this area per unit time is considered. According to the example of FIG. 7, the area generated traffic volume or the area disappeared traffic volume J is four links L1.
Traffic volume Q flowing out through 1, L26, L28, L29
From out, four links L12, L25, L27, L3
It is obtained by subtracting the traffic volume Qin flowing in through 0. J
Is positive, the area-generated traffic volume J> 0 and area-disappeared traffic volume = 0, and when negative, area-disappeared traffic volume | J |> 0 and area-generated traffic volume = 0.

A value obtained by dividing the generated traffic volume in the area by the number of links flowing out is called "link generated traffic volume setting value", and a value obtained by dividing the traffic volume disappeared in the area by the number of links flowing out is called "link lost traffic". Amount setting value ". If the number of links flowing out is four, the link generated traffic volume set value is 1/4 of the area generated traffic volume, and the link vanished traffic volume set value is 1/4 of the area vanished traffic volume. FIG. 8 is a link diagram for explaining the link generated traffic volume set value or the link disappeared traffic volume set value. FIG. 8 (a) is a link generated traffic volume set value when the area generated traffic volume J> 0. Indicates that J / 4 and the link disappearance traffic volume set value are 0, as shown in FIG. 8 (b).
Indicates that when the area vanishing traffic volume J> 0, the link vanishing traffic volume set value becomes J / 4 and the link generated traffic volume set value becomes 0.

Further, the reason why the area-generated traffic volume and the area-disappeared traffic volume are both divided by the number of "outflow" links is to avoid duplication of links with the processing results of other nodes. Of course, both inflow and outflow traffic of the area is “inflow”.
You may divide by the number of links. Although it is a rough approximation because it is divided by the number of links, the "link traffic volume" can be calculated accurately by using a mathematical method described later. If the accuracy is not a concern, the link-generated traffic volume setting value can be directly used as the "link-generated traffic volume".

Next, the optimum route tree calculating unit 5 acquires an optimum route tree having a certain link in the area as a departure link (step X3). Then, a certain amount of traffic is simulated and run along the optimum route tree (step X4). The processing of steps X3 and X4 described above is repeated by changing the departure link (step X5).

A passage probability matrix is calculated based on these traveling results (step X6). Hereinafter, steps X4 to X6
I will explain in detail the contents of. When simulating a certain amount of traffic along the optimal route tree, the traffic is distributed to each link at a predetermined ratio at each node of the optimal route tree, and then disappears at a predetermined ratio after the distribution. And
It is assumed that the traffic volume remaining in each link after the disappearance (this is referred to as "link passing traffic volume") is redistributed at the next node and disappears by a predetermined ratio, which is repeated.

When the traffic volume of the departure link is 1, the passing traffic volume naturally takes a value smaller than 1. Since the amount of passing traffic can be obtained by the number of links, it can be described by an N-dimensional vector. This is hereinafter referred to as a "traffic volume vector". The following three methods a1, method a2, and method a3 can be considered as methods of distributing traffic. Method a1: Consider a partial route tree connected from each link at the end of the node as one group (this is referred to as “route block”).
That is, the sum of the link disappearance traffic volume setting values of the links that form the route block is calculated, and the distribution is performed at a rate proportional to this sum.

FIG. 9 is a diagram showing an example of the route tree corresponding to the road map of FIG. 3, and the departure link is the link L1. The links after the link L1 are L3, L
6, L7. The link ahead of the link L3 does not exist in this area, and the constituent link of the route block B1 is only L3. Links L22, L25, L ahead of link L6
A route block including 24, ...
A route block including links L9, L12, L13, ...

The sum JBi of the link disappearance traffic volume setting values is obtained for each link that constitutes the route block. For route block B1, JB1 becomes the link disappearance traffic volume setting value for link L3. Regarding the route block B2, JB2 has links L6, L22, L25, L24,
It is the sum of the link disappearance traffic volume setting values. The reason why the link-generated traffic volume setting value of each link constituting the route block is not considered is that the link-generated traffic volume is considered in the departure link of each route tree (steps X3, X).
5).

Method a2: This is a method in which the sum of the link point traffic volume measurement value × link distance of each link constituting the route block is calculated, and distribution is carried out at a ratio proportional to this sum. Method a3: Use the ratio of straight straight turn at the intersection. The ratio of the straight turn to the left or right can be statistically calculated by accumulating the traveling routes of each vehicle based on the information from the vehicle detector and the camera. Of course, if there is a significant difference depending on the day of the week, time of day, weather, etc., these conditions may be taken into consideration.

The following two methods b1 and b2 are conceivable as methods of eliminating the traffic volume on the link. Method b1: This is a method of using the link vanishing traffic volume setting value of the relevant link and erasing at a ratio (link vanishing traffic volume setting value) / (link point traffic volume measurement value). Method b2: A method of disappearing with a certain probability according to the traveling distance.

As the vehicle generated on the road network travels, it disappears with a certain probability distribution according to the traveled distance. If this probability distribution is written as P (u) (u is the travel distance), the probability that the vehicle will disappear before traveling the distance u is

[0052]

[Equation 1]

It is represented by P (∞) = 1. Therefore, from the probability Pn of traveling at the optimum route tree from the departure link and passing through the nth link,
The probability of disappearance at the link can be obtained by subtracting the probability Pn-1 of disappearance at the (n-1) th time before entering the link. The shape of the probability distribution F (t) is preferably obtained numerically from the traveling data of many vehicles,
In this embodiment, for the sake of simplicity, it is assumed that the distribution is a normal distribution having an average distance m and a variance σ (the actual distribution is considered to be close to the normal distribution).

[0054]

[Equation 2]

As described above, a certain amount of traffic is simulated and run along the optimum route tree, the passing traffic vector is obtained, the departure link is changed, and the same processing is performed.
Find the passing traffic volume vector. If all the departure links are completed, N passing traffic vectors can be obtained, which can be written in a matrix form. This matrix will be referred to as "pass probability matrix" H. -Calculation of Link Generated Traffic-Next, the link generated traffic x is calculated. The link-generated traffic volume x is defined as "the traffic volume that flows out from the end point of the link minus the traffic volume that flows into the start point of the link within a unit time". In other words, it can be understood as the deduction of the amount of traffic that enters or exits a narrow street in the middle of a link, or enters or leaves a parking lot. Since this link generated traffic volume x is also the number N of links, it can be handled as an N-dimensional vector.

The relationship between the link generated traffic volume x and the link point traffic volume measurement value q is q = Hx (2) x = H ^-1 q using the passage probability matrix. Therefore, the link generated traffic volume x can be calculated using the passage probability matrix based on the link point traffic volume measurement value.

Through the above processing, the passage probability matrix H is determined by the method a1, the method a2, or the method a as a method of distributing the traffic volume.
As the method of eliminating the traffic volume, the calculation was performed using method b1 or method b2. However, these methods are approximate methods, and actually, the link point traffic volume measurement value q includes an error. When the error is written as η, the equation (2) becomes q = Hx + η (3).

With respect to the equation (3), if the variance of the link-generated traffic volume x and the variance of the error η are known, Bayesian estimation can be used to accurately estimate the link-generated traffic volume x. The link generated traffic volume set value a, the variance Σ of the link generated traffic volume x, and the variance R of the error η are represented as follows. a = E (x) a: Link generated traffic volume setting Σ = cov (x) Σ: Variance of link generated traffic x R = cov (η) R: Variance of error η Link generation using Bayesian estimation The traffic volume x can be estimated.

Γ ^-1 = Σ ^-1 + H'R ^-1 H H ': H
X = Γ (H'R ^-1 q + Σ ^-1 a) on the other hand, if there is a constraint condition on the link traffic volume x, for example, the upper and lower limit values of the link traffic volume x (however less than the traffic capacity) When is set, the link generated traffic volume x can be estimated by using the quadratic programming so that the equation (3) is satisfied as much as possible.

The link generated traffic volume x is estimated so that Σ│η _i │ has a minimum value. That is, the link generated traffic volume x can be obtained by obtaining the minimum value of (Hx−q) ′ (Hx−q). However, the constraint condition is 0 ≦ x _i ≦ X _i (X _i is the upper limit of xi) (Hx−q) ′ (Hx−q) = (1/2) x ′ (2H′H) x + (− 2H'q) 'x + q'
q = (1/2) x'Gx + C'x + q'q G: It is a positive definite symmetric matrix.

-Estimation of OD Traffic Volume Q2- FIG. 10 is a flow chart for explaining a method of estimating the OD traffic volume Q2. First, the OD traffic volume estimation unit 6
Obtain the link point traffic volume measurement q at regular intervals
(Step Y1), as described above, the link traffic volume is calculated (Step Y2). The optimum route tree is obtained by using each link as a departure link (step Y3).

For each departure link, the link-generated traffic volume for a certain time is traveled according to the optimal route tree, the traffic volume is distributed at the branching points of the tree, and the disappearing traffic volume is generated at the link portions to terminate the traffic at the tree end. I will run towards
(Step Y4). The process ends when all traffic has disappeared. As a result, the passing time and disappearance time of each link can be statistically grasped for a predetermined proportion of the generated vehicles (step Y5).

As a result, the OD traffic volume Q2 can be estimated. The following Table 3 is an example of a table in which the passing time and the disappearance time of each link are grasped for the generated vehicle.

[0064]

[Table 3]

-Hybrid Process- Next, a hybrid process for taking a weighted average of the OD traffic volumes Q1 and Q2 will be described. FIG. 11 is a flowchart for explaining the flow of hybrid processing. The OD traffic volumes Q1 and Q2 obtained by the processing up to now are specified for each link. Therefore, the absolute number of vehicles is small, and if processing is performed based on this, an error may increase. Therefore, the OD traffic volumes Q1 and Q2 are summarized for each area (steps Z1 and Z2).

FIG. 12 is a diagram for explaining a method of grouping by area. FIG. 12 (a) is a table showing the OD traffic volume for each link, and a unit time that occurs from the link Li (i = 1,2, ..) and disappears at the link Lj (j = 1,2, ..). The number of vehicles per unit is listed. FIG. 12 (b) is a table showing OD traffic volume organized by region. The number of units per unit time that occurs from the region Ri (i = 1,2, ..) and disappears in the region Rj (j = 1,2, ..) is described. One or more links correspond to each area. The OD traffic volume of a certain area is the sum of the OD traffic volume of one or more links within the area.

For example, it is assumed that a certain area R1 is composed of links L1 and L2 and a certain area R2 is composed of links L3 and L4. The OD traffic volume Q2 that is generated from link L1 and disappears at link L3 is a, the OD traffic volume Q2 that is generated from link L1 and disappears at link L4 is b, and the OD traffic volume Q2 that is generated from link L2 and disappears at link L3 is c. , OD traffic volume Q2 generated from link L2 and extinguished at link L4 is d. The OD traffic volume Q2 that occurs in area R1 and disappears in area R2 is a + b +
It becomes c + d.

Next, the OD traffic volume Q1 is expanded in consideration of the mounting rate of the vehicle-mounted device (step Z3).
In other words, the OD traffic volume of all vehicles is calculated by multiplying the OD traffic volume of the vehicle mounting the in-vehicle apparatus by the reciprocal of the ratio of the vehicle mounting the in-vehicle apparatus to all vehicles. The "installation rate" is a function of date, time zone, region, and the like. Alternatively, the loading rate may be estimated using the ratio of the total OD traffic volume Q1 and the total OD traffic volume Q2 in the wide area ΣR i (i covers all areas where the OD traffic volume is determined). Good. The wide area may be the whole of Japan or a prefecture. In the wide area, the loading rate φ is calculated by the following formula.

Φ = (total of OD traffic volume Q1 in wide area) / (total of OD traffic volume Q2 in wide area) To OD traffic volume Q1 of vehicle equipped with an on-vehicle device in the area Ri, reciprocal 1 / φ of this mounting rate Thus, the OD traffic volume Q1 of all the vehicles in the area Ri can be obtained. And OD
The OD traffic volume Q is obtained by taking the weighted average of the traffic volume Q1 (after expansion) and the OD traffic volume Q2 (step Z
4). If it is expressed by an equation, OD traffic volume Q = α (OD traffic volume Q1 after expansion) + (1-
α) (OD traffic volume Q2). α is a weighting coefficient for each area Ri (0 ≦ α ≦
1).

Then, the OD traffic volume Q is converted into a link unit (step Z5). That is, the OD traffic volume of an area is calculated as the OD of one or more links included in the area.
Disperse in traffic volume. This conversion can be performed by performing the reverse calculation of the processing in which the OD traffic volume Q2 performed in step Z2 is summarized for each area. For example, from OD traffic volume Q2 that occurs in area R1 and disappears in area R2, link L1 occurs and link L
To obtain the OD traffic volume that disappears in 3 by back calculation, use a / (a
+ B + c + d).

Although it is conceivable to carry out the reverse calculation of the processing performed in step Z1, the absolute number of vehicles is particularly small for the OD traffic volume Q1 because the loading rate of the in-vehicle device is high (for example, link Some of the unit OD traffic volume Q1 indicates a value such as a = 0), and it is not preferable to back-calculate with this value because an error may increase. After converting the OD traffic volume into link units, an optimum route from a certain generation point O to an extinction point D is calculated and regarded as a travel route, and the traffic volume is simulated. Then, this process is performed for all generation points O and all extinction points D (step Z6). Thereby, the passing traffic volume of each link can be calculated.

Next, the calculated passing traffic volume of each link is compared with the point traffic volume measurement of the link (step Z).
7). As a result of the comparison, it suffices that there is no difference in each link or the ratio r becomes 1, but if not (NO in step Z8), the difference in each link should be as close to 0 as possible, or the ratio r should be as small as possible. By changing the weighting factor α so that it is as close to 1 as possible (step Z
9) Then, the procedure returns to step Z4 and the above-mentioned processing is repeated.

When the absolute value of the difference becomes smaller than the threshold value or the absolute value | r-1 | of the difference between the ratio r and 1 becomes smaller than the threshold value, the OD traffic volume Q is output ( YES in step Z8). It is preferable that the threshold value is verified by performing the OD traffic volume determination process of the present invention on a large number of models and set to an appropriate value. By the above processing,
A more accurate OD traffic volume Q is calculated by using the OD traffic volume Q1 obtained by directly measuring the OD travel route of the vehicle and the OD traffic volume Q2 indirectly estimated from the measurement data of the point traffic volume. be able to.

If the above OD traffic volume Q is used, the traffic volume in each time zone can be predicted for each link, which can be useful for traffic volume prediction and traffic volume control. Note that FIG.
In the description using 1, the process steps Z1 and Z2 for grouping by region and the process step Z5 for converting into a link unit are performed, but these processes may be omitted and the process may be performed in a link unit. . -Processing based only on OD traffic volume Q1-Next, although not strictly hybrid processing, OD
The process of obtaining the OD traffic volume Q from only the traffic volume Q1 will be described. This is because in the averaging operation in step Z4,
= 1 and a coefficient corresponding to the reciprocal of the on-vehicle rate (step Z
This corresponds to the case where 3) is obtained more accurately.

FIG. 13 is a flow chart for explaining the processing of only the OD traffic volume Q1. First, the OD traffic volume Q1 is enlarged by a coefficient (step Z1).
1). The coefficient may be set for each link or for each area. Next, as in FIG. 11, a certain occurrence point O
The optimal route from the to the vanishing point D is calculated, this is regarded as the traveling route, and the traffic volume is simulated. Then, this process is performed for all generation points O and all extinction points D (step Z12). Thereby, the passing traffic volume of each link can be calculated.

Next, the calculated passing traffic volume of each link is compared with the point traffic volume measurement of the link (step Z).
13). As a result of the comparison, it suffices that there is no difference between the links or the ratio r becomes 1, but otherwise (step Z1
No. 4), for each link, the coefficient is changed so that the difference is as close to 0 as possible or the ratio r is as close to 1 as possible (step Z15), and the process returns to step Z11 and the above-mentioned processing is performed. repeat.

When the absolute value of the difference becomes smaller than the threshold value or the absolute value | r-1 | of the difference between the ratio r and 1 becomes smaller than the threshold value, the OD traffic volume Q is output ( YES in step Z14). As a result, an accurate OD traffic volume Q can be obtained from only the OD traffic volume Q1.

[0078]

As described above, according to the OD traffic volume determining apparatus or method of the present invention, the OD traffic volume can be obtained with good accuracy. Therefore, it can be used for traffic volume prediction and traffic volume control based on the accurate OD traffic volume.

[Brief description of drawings]

FIG. 1 is a layout view of a road beacon B.

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

FIG. 3 is an area map of a road network in which 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 for explaining an OD travel route calculation process performed by an OD travel route calculation unit 5.

FIG. 6 is a flowchart for explaining a method of calculating a passage probability matrix H.

FIG. 7 is an intersection link diagram for explaining an area-generated traffic volume or an area-disappeared traffic volume.

FIG. 8 is a link diagram for explaining a link generated traffic volume set value or a link disappeared traffic volume set value.

9 is a link diagram showing an example of a route tree corresponding to the road map of FIG.

FIG. 10 is a flowchart for explaining an OD traffic volume estimation method.

FIG. 11 is a flowchart for explaining the flow of hybrid processing.

FIG. 12 is a diagram for explaining a method of collecting OD traffic volume for each area.

FIG. 13 is a flowchart for explaining a process of expanding the OD traffic volume Q1 in consideration of the mounting rate of an in-vehicle device and increasing its accuracy.

[Explanation of symbols]

1 Input converter 2 Input converter 3 Traffic volume measurement section 4 Data collection section 5 OD travel route calculator 6 OD traffic volume (Q2) estimation section 7 OD traffic volume (Q1) estimation section 8 Travel time measurement section 9 Optimal route tree calculator 10 Hybrid processing unit A center device B road beacon B1 Emitter / receiver B2 control device C In-vehicle device

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Kenji Amame             1-3-3 Shimaya, Konohana-ku, Osaka Sumitomo Electric             Ki Industry Co., Ltd. Osaka Works F-term (reference) 5H180 AA01 BB02 BB15 CC04 DD01                       FF05

Claims (17)

[Claims] 1. A more accurate OD using an OD traffic volume Q1 determined based on communication between an in-vehicle device and a ground device and an OD traffic volume Q2 determined by traffic volume measurement.
An OD traffic volume determination device for determining a traffic volume Q, an average calculation means for calculating a weighted average of OD traffic volume Q1 and OD traffic volume Q2, and an OD traffic volume generation point (O) disappearing An optimum route calculating means for calculating an optimum route to the point (D) and an OD traffic volume weighted and averaged are made to travel along the optimum route from the occurrence point (O) to the disappearance point (D),
Point traffic volume calculation means for calculating the point traffic volume of each point, Point traffic volume measurement means for measuring the point traffic volume of each point, Point traffic volume calculated by the point traffic volume calculation means, Point traffic volume measurement The point traffic volume measured by the means is provided with a weighting factor determining means for determining a weighting factor when performing the averaging so that they match with each other within a predetermined error or less, and the averaging means determines the weighting factor. An OD traffic volume determination device, which calculates a weighted average of OD traffic volume Q1 and OD traffic volume Q2 based on the weighting coefficient to obtain OD traffic volume Q, and outputs the OD traffic volume Q. 2. An OD traffic volume enlarging means for correcting the OD traffic volume Q1 obtained based on communication between an on-vehicle device and a ground device in consideration of a mounting rate of the on-vehicle device, the averaging means Is this expanded OD traffic volume Q1
And the OD traffic volume Q2 are subjected to a weighted average calculation. 3. The loading rate of the on-vehicle device is an OD over an area wider than the area where the OD traffic volume Q is to be determined.
3. The OD traffic volume determining apparatus according to claim 2, wherein the determination is made by obtaining a ratio of the traffic volume Q1 and the OD traffic volume Q2. 4. The OD traffic volume Q1 determined based on the communication between the on-vehicle device and the ground device and the OD traffic volume Q2 determined by the traffic volume measurement are respectively calculated from the OD traffic volume of the link unit to the OD traffic of the regional unit. Conversion means for converting to quantity,
And a reverse conversion unit for reversely converting the OD traffic volume of each region into the OD traffic volume of each link, wherein the average calculation process is performed based on the OD traffic volume of each region, and the point traffic volume calculation unit The process of calculating the point traffic volume of each point is performed by inversely converting O in link units.
The OD traffic volume determination device according to claim 1, wherein the OD traffic volume determination device is performed based on D traffic volume. 5. An OD traffic volume Q1 obtained based on communication between an on-vehicle device and a ground device and an OD traffic volume Q2 obtained by traffic volume measurement are respectively calculated from link-based OD traffic volume to regional OD traffic volume. Conversion means for converting to quantity,
Further, there is further provided an inverse conversion means for inversely converting the local OD traffic volume to the link OD traffic volume, wherein the OD traffic volume expansion and average calculation processing is performed based on the regional OD traffic volume, 3. The OD traffic volume determining apparatus according to claim 2, wherein the processing for calculating the point traffic volume of each point by the point traffic volume calculating unit is performed based on the inversely converted OD traffic volume of each link. 6. The inverse conversion means performs the inverse conversion by using the reciprocal of the conversion coefficient used when converting the OD traffic volume Q2 from the link unit OD traffic volume to the regional unit OD traffic volume. The OD traffic volume determination device according to claim 4 or 5, characterized in that there is. 7. The on-ground device includes position information grasping means for grasping a position of a vehicle, information collecting means for collecting information of an identification code of an on-vehicle device, and identification code of the on-vehicle device collected by the information collecting means. Based on the position information of the vehicle and the position information of the vehicle grasped by the position information grasping means, the traveling route specifying means for identifying the traveling route of the vehicle equipped with the in-vehicle device, and the traveling route specified by the traveling route specifying means. And OD traffic volume specifying means for specifying an OD traffic volume, and OD traffic volume estimating means for estimating an OD traffic volume Q1 based on the specified OD traffic path per unit time. The OD traffic volume determination device according to claim 1, which is characterized in that. 8. The ground device includes a plurality of on-road communication devices for communicating with an on-vehicle device, and a center device for collecting information of each on-road communication device, wherein the position information grasping means passes through a vehicle. The position of the vehicle is grasped based on the installation position information of the on-road communication device, and the traveling route specifying means connects the roads on which the on-road communication device that communicates with the on-vehicle device is installed, thereby the on-vehicle device. The OD traffic volume determination device according to claim 7, wherein a travel route of a vehicle equipped with is specified. 9. The travel route specifying means calculates an optimum route between roads on which the road communication device is installed to connect roads on which the road communication device communicating with the on-vehicle device is installed. The OD traffic volume determining apparatus according to claim 8, which is a vehicle. 10. The OD traffic volume determining apparatus according to claim 7, wherein the position information grasping means grasps the position of the vehicle by obtaining the position detection information of the vehicle from the vehicle-mounted device through communication. 11. A more accurate O using the OD traffic volume Q1 determined based on communication between the vehicle-mounted device and the ground device and the OD traffic volume Q2 determined by traffic volume measurement.
A method for determining OD traffic volume for determining D traffic volume Q, which is a weighted average calculation of OD traffic volume Q1 and OD traffic volume Q2, and the weighted average OD traffic volume is generated at the generation point ( From O) to the disappearance point (D), drive along the optimal route,
The point traffic volume of each point is calculated, and the calculated point traffic volume and the point traffic volume measured at each point are equal to each other within a predetermined error or less. Based on this determined weighting factor, OD traffic volume Q1 and O
OD traffic volume Q calculated by weighted averaging with D traffic volume Q2
And determining the OD traffic volume Q and outputting the OD traffic volume Q. 12. The OD traffic volume Q1 obtained based on the communication between the vehicle-mounted device and the ground device is corrected in consideration of the loading rate of the vehicle-mounted device, and the OD traffic volume Q1 and the OD traffic are expanded. 11. The OD traffic volume determination method according to claim 10, wherein a weighted average calculation with the volume Q2 is performed. 13. The loading rate of the on-vehicle device is O in a wider area than the area in which the OD traffic volume Q is to be determined.
13. The OD traffic volume determination method according to claim 12, wherein the determination is made by obtaining a ratio between the D traffic volume Q1 and the OD traffic volume Q2. 14. An OD traffic volume determination device for determining a more accurate OD traffic volume Q using an OD traffic volume Q1 obtained based on communication between an on-vehicle device and a ground device, A means for expanding the OD traffic volume Q1 by a coefficient, an optimum route calculation means for calculating the optimum route from the generation point (O) of the OD traffic volume to the extinction point (D), and an OD traffic volume with a coefficient are generated. From the point (O) to the extinguishing point (D), a point traffic volume calculating means for running along an optimum route to calculate the point traffic volume of each point, and a point traffic volume measurement for measuring the point traffic volume of each point Means, and the coefficient determining means for determining the coefficient so that the point traffic volume calculated by the point traffic volume calculation means and the point traffic volume measured by the point traffic volume measuring means match within a predetermined error or less. And the expanding means comprises Based on the determined coefficients, determine the OD traffic volume Q and the coefficient multiplying the OD traffic volume Q1, OD traffic volume determining apparatus and outputs the OD traffic volume Q. 15. The OD traffic volume determining apparatus according to claim 14, wherein the coefficient is a coefficient in consideration of a mounting rate of an in-vehicle device. 16. An OD traffic volume determination method for determining a more accurate OD traffic volume Q by using the OD traffic volume Q1 obtained based on communication between an on-vehicle device and a ground device. Multiply the OD traffic volume Q1 by a coefficient, run the OD traffic volume with the coefficient from the point of origin (O) to the vanishing point (D) along the optimal route, and calculate the point traffic volume of each point, The coefficient is determined so that the calculated point traffic and the point traffic measured at each point match within a predetermined error, and the OD traffic Q1 is calculated based on the determined coefficient. A method for determining an OD traffic volume, which comprises multiplying a coefficient to obtain an OD traffic volume Q and outputting the OD traffic volume Q. 17. The OD traffic volume determining method according to claim 17, wherein the coefficient is a coefficient in consideration of a mounting rate of an in-vehicle device.