In-vehicle devices, toll collection systems, toll collection methods, and programs

Abstract

We provide an in-vehicle device that enables billing processing tailored to the status of each individual vehicle. [Solution] The in-vehicle device includes a vehicle information acquisition unit that acquires information about the vehicle, including the state of the vehicle, which may change on toll roads. The vehicle information acquisition unit acquires information about the vehicle, including the state of the vehicle, from in-vehicle sensors mounted on the vehicle. The vehicle information acquisition unit acquires the number of passengers in the vehicle as the state of the vehicle from a seat sensor, which is a type of in-vehicle sensor. The vehicle information acquisition unit acquires the axle load of the vehicle as the state of the vehicle from an axle load sensor, which is a type of in-vehicle sensor. The vehicle information acquisition unit acquires the number of axles of the vehicle in which connected wheels are in contact with the ground, as the state of the vehicle, from a lift, which is a type of in-vehicle sensor.

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle device, a toll collection system, a toll collection method, and a program.

Background Art

[0002] On current toll roads, the toll is calculated based on a toll table distributed from a center server. Discounts may be applied to the toll. For example, Patent Document 1 describes an automatic toll collection system that discounts the toll for a toll road according to the time zone.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, from the viewpoints of reducing environmental impact and fairness of road maintenance costs, it is desirable to vary the charge amount according to the number of passengers and the axle weight. However, it is difficult to detect and measure vehicle states such as the number of passengers and axle weight of a vehicle in motion from the outside. Furthermore, vehicle states such as the number of passengers and axle weight may be changed, for example, in a service area or a parking area. Development of a technology for varying the charge amount according to such changeable vehicle states has been desired.

[0005] An object of the present disclosure is to provide an in-vehicle device, a toll collection system, a toll collection method, and a program capable of realizing charge processing according to the state of each vehicle.

Means for Solving the Problems

[0006] According to one aspect of this disclosure, the in-vehicle device includes a vehicle information acquisition unit that acquires information about the vehicle, including the state of the vehicle which may change on a toll road.

[0007] According to one aspect of this disclosure, the toll collection system comprises the above-mentioned in-vehicle device, an exit communication control unit installed at the exit toll gate of the toll road, and a higher-level server capable of sending and receiving information with the exit communication control unit, wherein the exit communication control unit transmits the toll calculated based on the status of the vehicle to the higher-level server, and the higher-level server processes the settlement of the toll from the exit communication control unit.

[0008] According to one aspect of the present disclosure, the toll collection method includes the steps of: an on-board device installed in a vehicle acquiring information about the vehicle, including the state of the vehicle which may change on a toll road; an exit communication control unit installed at an exit toll booth on the toll road transmitting a toll calculated based on the state of the vehicle to a higher-level server; and the higher-level server processing the settlement of the toll from the exit communication control unit.

[0009] According to one aspect of this disclosure, the program causes the in-vehicle device to perform the step of acquiring information about the vehicle, including the state of the vehicle which may change on a toll road. [Effects of the Invention]

[0010] According to the above embodiment, billing processing can be implemented according to the status of each individual vehicle. [Brief explanation of the drawing]

[0011] [Figure 1] This figure shows the overall configuration of the toll collection system according to the first embodiment. [Figure 2] This diagram shows the overall functional configuration of the toll collection system according to the first embodiment. [Figure 3] This diagram shows the functional configuration of the exit communication control unit according to the first embodiment. [Figure 4]This is a first chart showing an example of the processing of the toll collection system according to the first embodiment. [Figure 5] This is a first flowchart showing an example of the processing of an in-vehicle device according to the first embodiment. [Figure 6] This is a second flowchart showing an example of the processing of an in-vehicle device according to the first embodiment. [Figure 7] This is a third flowchart showing an example of the processing of an in-vehicle device according to the first embodiment. [Figure 8] This is a fourth flowchart showing an example of the processing of an in-vehicle device according to the first embodiment. [Figure 9] This is a fifth flowchart showing an example of the processing of an in-vehicle device according to the first embodiment. [Figure 10] This is a sixth flowchart showing an example of the processing of an in-vehicle device according to the first embodiment. [Figure 11] This figure shows an example of a table of mileage ratios according to the first embodiment. [Figure 12] This is a schematic block diagram showing the configuration of a computer according to the first embodiment. [Figure 13] This diagram shows the overall functional configuration of a toll collection system according to another embodiment. [Modes for carrying out the invention]

[0012] <First Embodiment> The embodiments will be described in detail below with reference to the drawings.

[0013] (Overall structure) FIG. 1 is a diagram showing the overall configuration of a toll collection system 100 according to the first embodiment. FIG. 2 is a diagram showing the overall functional configuration of the toll collection system 100 according to the first embodiment. As shown in FIGS. 1 and 2, the toll collection system 100 is a system that performs a charging process on a vehicle 1 traveling on a toll road (for example, an expressway or the like). Hereinafter, for simplicity of explanation, the toll collection system 100 will be described by taking as an example the case where the vehicle 1 enters the toll road from one entrance tollgate and exits the toll road from one exit tollgate. The toll collection system 100 includes a vehicle 1, a roadside antenna 20, a communication control unit 30, an interface unit 9, and a host server 40.

[0014] The vehicle 1 includes all vehicles 1 traveling on the toll road. The vehicle 1 includes, for example, passenger cars, buses, transport trucks, trailers, and the like. In the present embodiment, the case where the vehicle 1 is a lift axle vehicle will be described as an example. The vehicle 1 includes an in-vehicle device 10, an in-vehicle sensor 15, a lift axle control unit 7, and a vehicle control unit 8. The in-vehicle sensor 15 is mounted on the vehicle 1. The in-vehicle sensor 15 is a device that acquires information on the vehicle 1 including the state of the vehicle 1 (for example, the number of passengers, axle weight, number of axles, etc., which will be described later) and the travel distance of the vehicle 1, and supplies it to the in-vehicle device 10. The in-vehicle sensor 15 includes, for example, a seating sensor 2, an odometer 3, a speedometer 4, an axle weight sensor 5, and a lift 6, which will be described later. In the present embodiment, the odometer 3 also functions as a sensor that detects the total travel distance (cumulative travel distance), and the speedometer 4 also functions as a sensor that detects the speed of the vehicle 1. The lift 6 of the vehicle 1 includes, for example, a lifting sensor. Therefore, the lift 6 also functions as a sensor that detects the axle weight of the vehicle 1. Thus, in the present embodiment, each of the odometer 3, the speedometer 4, and the lift 6 is treated as a type of the in-vehicle sensor 15. Note that the in-vehicle sensor 15 may also include sensors other than the seating sensor 2, the odometer 3, the speedometer 4, the axle weight sensor 5, and the lift 6.

[0015] The in-vehicle device 10 is mounted on the vehicle 1. The in-vehicle device 10 performs a process of automatically paying the toll for the toll road of the vehicle 1 by an automatic toll collection system (also referred to as an "electronic toll collection system". In Japan, it is also referred to as an ETC system (Electronic Toll Collection System (registered trademark)). The functional configuration of the in-vehicle device 10 will be described later.

[0016] The seating sensor 2 is mounted on the vehicle 1. The seating sensor 2 detects the presence or absence of seating on each seat and also detects the presence or absence of seat belt wearing. The seating sensor 2 detects the number of passengers in the vehicle 1 from the seating and seat belt wearing.

[0017] The odometer 3 is mounted on the vehicle 1. The odometer 3 measures the total mileage of the vehicle 1. The total mileage means the cumulative value of the mileage of the vehicle 1, that is, the cumulative mileage. The odometer 3 is also referred to as a mileage meter or an integrated mileage meter.

[0018] The speedometer 4 is mounted on the vehicle 1. The speedometer 4 measures the traveling speed of the vehicle 1.

[0019] The axle weight sensor 5 is mounted on the vehicle 1. The axle weight sensor 5 measures the axle weight. The axle weight is the weight applied to each axle. The axle weight sensor 5 is mounted on the vehicle body (for example, the suspension of the axle).

[0020] The lift 6 is mounted on the vehicle 1. The lift 6 is a device capable of lifting up and lifting down the axle. The lift 6, for example, uses an air suspension to raise the axle so that the tire connected to the axle does not contact the ground.

[0021] The lift axle control unit 7 acquires axle load information from the axle load sensor 5. The lift axle control unit 7 also acquires the lift status of each axle from the lift 6. Here, the lift status refers to how many of the liftable axles are lifted. From the lift status, the lift axle control unit 7 acquires the number of axles of the vehicle 1 in which the connected wheels are in contact with the ground (hereinafter simply referred to as "number of axles").

[0022] The vehicle control unit 8 is connected to the on-board unit 10 by a communication protocol such as CAN (Controller Area Network). The vehicle control unit 8 controls the equipment that makes up the vehicle 1. The vehicle control unit 8 also acquires information about the vehicle 1 from on-board sensors 15 and other equipment mounted on the vehicle 1. Specifically, the vehicle control unit 8 acquires the number of passengers in the vehicle 1 from the seat sensor 2. The vehicle control unit 8 also acquires the total mileage measured by the odometer 3. The vehicle control unit 8 also acquires speed information from the speedometer 4. Furthermore, the vehicle control unit 8 acquires axle load information, lift status, and number of axles from the lift axle control unit 7. In this way, the vehicle control unit 8 acquires various information about the vehicle 1 and transmits it to the on-board unit 10 periodically (for example, every 1 second). The frequency at which the vehicle control unit 8 transmits information to the on-board unit 10 can be changed as appropriate.

[0023] Multiple roadside antennas 20 are installed at intervals along the roadside of toll roads. The roadside antennas 20 communicate with the on-board unit 10 (e.g., DSRC communication). The roadside antennas 20 are installed, for example, at entrance toll gates, exit toll gates, free-flow (F / F) areas, and off-road facilities. Hereinafter, roadside antennas 20 installed at entrance toll gates will be referred to as entrance roadside antennas 21, and roadside antennas 20 installed at exit toll gates will be referred to as exit roadside antennas 22. In addition, roadside antennas 20 that a vehicle 1 can pass from an entrance toll gate to an exit toll gate will be referred to as intermediate roadside antennas 23. Intermediate roadside antennas 23 are installed, for example, at notification points such as free-flow (F / F) areas and off-road facilities. Notification points include, for example, ITS spots set up at toll road junctions, free-flow charging points, and connection points of toll roads with different toll systems. In this context, off-road facilities refer to facilities where vehicle 1 can stop, and where passengers can get on and off and cargo can be loaded and unloaded. Examples of off-road facilities include service areas (SA) and parking areas (PA). The on-board unit 10 is capable of transmitting and receiving information acquired at entrance toll booths, exit toll booths, free-flow (F / F) areas, and off-road facilities (for example, information related to the vehicle's status, such as the number of passengers, number of axles, and axle load, which is acquired by the method described later) to the roadside antenna 20.

[0024] Multiple communication control units 30 are installed at intervals along the roadside of toll roads. In the illustrated example, a communication control unit 30 is installed for each roadside antenna 20. The communication control unit 30 communicates with the roadside antenna 20 via the interface unit 9. The communication control units 30 are installed, for example, at entrance toll booths, exit toll booths, free-flow (F / F) facilities, and off-road facilities. Hereinafter, the communication control unit 30 installed at an entrance toll booth will be referred to as the entrance communication control unit 31, and the communication control unit 30 installed at an exit toll booth will be referred to as the exit communication control unit 32.

[0025] The entrance communication control unit 30 is also referred to as the entrance toll gate server. The entrance communication control unit 31 communicates with the vehicle's onboard unit 10 via the entrance roadside antenna 21 and performs processing related to the collection of tolls. The entrance communication control unit 31 transmits entrance information to the vehicle 1 that has arrived at the entrance toll gate. The entrance information includes, for example, identification information of the entrance toll gate that the vehicle 1 entered and the date and time (processing execution date and time) when the vehicle 1 arrived at the entrance toll gate. The entrance information transmitted to the onboard unit 10 is recorded, for example, on an IC card (also called an ETC card in Japan) inserted into the onboard unit 10.

[0026] The exit communication control unit 32 is also referred to as, for example, the exit toll gate server. The exit communication control unit 32 communicates with the on-board unit 10 of vehicle 1 via the exit roadside antenna 22 and performs processing related to the collection of tolls. The on-board unit 10 transmits the entrance information recorded on the IC card and the vehicle type information registered in the on-board unit 10 to the exit communication control unit 32 via the exit roadside antenna 22. The exit communication control unit 32 calculates the toll to be charged to vehicle 1 by referring to the exit information and, for example, the toll information distributed from the higher-level server 40 (described later). This toll information includes, for example, a toll table for each vehicle type that serves as the basis for calculating the toll and discount / surcharge rates for each state of vehicle 1. The exit information includes, for example, the identification information of the exit toll gate into which vehicle 1 entered and the date and time (processing execution date and time) when vehicle 1 arrived at the exit toll gate. Furthermore, the exit communication control unit 32 transmits the calculated toll information to the higher-level server 40 and the on-board unit 10. The in-vehicle unit 10 notifies the occupants of the amount of the toll to be charged (charge amount). The functional configuration of the exit communication control unit 32 will be explained later.

[0027] Furthermore, the communication control unit 30 that vehicle 1 can pass through from the entrance toll gate to the exit toll gate is referred to as the intermediate communication control unit 33. The intermediate communication control unit 33 is installed at notification points on toll roads, such as free flow (F / F) and off-road facilities. The intermediate communication control unit 33 is also referred to as a roadside device or lane server. Together with the intermediate roadside antenna 23, the intermediate communication control unit 33 communicates with the on-board unit 10 of vehicle 1 via the intermediate roadside antenna 23, and is capable of sending and receiving information such as toll information with the on-board unit 10.

[0028] The upper-level server 40 is configured to send and receive information with each communication control unit 30. The upper-level server 40 transmits toll information to, for example, the exit communication control unit 32. The exit communication control unit 32 calculates the toll by referring to the toll table included in the toll information and transmits the toll, along with the IC card information obtained from the in-vehicle unit 10, to the upper-level server 40. The upper-level server 40 processes the payment of the toll to the credit card company associated with the IC card information. The functional configuration of the upper-level server 40 will be explained later.

[0029] (Functional configuration of in-vehicle devices) As shown in Figure 2, the in-vehicle unit 10 includes a vehicle information acquisition unit 101, a speed determination unit 102, a state change determination unit 103, a recording unit 104, a mileage ratio calculation unit 105, an in-vehicle unit information transmission unit 106, a billing information acquisition unit 107, a notification unit 108, and a communication determination unit 109.

[0030] The vehicle information acquisition unit 101 sequentially acquires information about vehicle 1, including the state of vehicle 1 which may change on a toll road, from on-board sensors 15 (for example, the seat sensor 2, odometer 3, speedometer 4, axle load sensor 5, lift 6, etc. mentioned above). The vehicle information acquisition unit 101 acquires the mileage of vehicle 1 for each state of vehicle 1. The states of vehicle 1 acquired here include, for example, the number of passengers, axle load, and number of axles. The vehicle information acquisition unit 101 acquires the number of passengers of vehicle 1 as a state of vehicle 1 from the seat sensor 2 via the vehicle control unit 8. The vehicle information acquisition unit 101 also acquires the axle load of vehicle 1 as a state of vehicle 1 from the axle load sensor 5 via the vehicle control unit 8 and the lift axle control unit 7. The vehicle information acquisition unit 101 also acquires the number of axles of vehicle 1 as a state of vehicle 1 from the lift 6 via the vehicle control unit 8 and the lift axle control unit 7. In this embodiment, the vehicle information acquisition unit 101 acquires the mileage of the vehicle 1 from the odometer 3 and the speed information of the vehicle 1 from the speedometer 4.

[0031] The speed determination unit 102 determines, for example, whether the speed is that of vehicle 1 before the vehicle information acquisition unit 101 acquires the axle load. Regarding "axle load," even if it is measured while vehicle 1 is in motion, it becomes a dynamic load and is therefore constantly fluctuating. For this reason, the axle load while in motion can be said to be low-accuracy information. As will be described in detail later, the speed determination unit 102 determines whether the speed is 0 or not, and acquires the axle load only when the speed is 0, thereby obtaining only highly accurate axle loads.

[0032] The state change determination unit 103 determines whether the state of vehicle 1 (for example, the number of passengers, the number of axles, the axle load, etc.) acquired by the vehicle information acquisition unit 101 has changed.

[0033] The recording unit 104 records the state and mileage of vehicle 1 acquired by the vehicle information acquisition unit 101. When the state change determination unit 103 determines that the state of vehicle 1 has changed, the recording unit 104 updates the information related to the state of vehicle 1 and records the mileage of the section traveled by vehicle 1 in the state of vehicle 1 before the update.

[0034] The mileage ratio calculation unit 105 calculates the mileage ratio for each state of vehicle 1 based on the mileage acquired for each state of vehicle 1 at the toll exit gate of the toll road. For example, the mileage ratio calculation unit 105 calculates the mileage ratio for each number of passengers in vehicle 1. The mileage ratio calculation unit 105 also calculates the mileage ratio for each axle load of vehicle 1. The mileage ratio calculation unit 105 calculates the mileage ratio for each number of axles in vehicle 1.

[0035] The in-vehicle device information transmission unit 106 transmits information necessary for toll collection to the roadside antenna 20. The in-vehicle device information transmission unit 106 transmits information to the communication control unit 30 and the upper-level server 40 via the roadside antenna 20. In this embodiment, the in-vehicle device information transmission unit 106 transmits, for example, the mileage ratio for each state of vehicle 1 calculated by the mileage ratio calculation unit 105.

[0036] The billing information acquisition unit 107 acquires information on the toll charges to be billed to vehicle 1, which has been calculated by the exit communication control unit 32.

[0037] The notification unit 108 notifies the occupants of vehicle 1 of the toll fee to be charged to vehicle 1.

[0038] The communication determination unit 109 determines whether or not communication has taken place between the in-vehicle unit 10 and the roadside antennas 20 (for example, the entrance roadside antenna 21 and the exit roadside antenna 22).

[0039] (Functional configuration of the exit communication control unit) As shown in Figure 3, the exit communication control unit 32 includes an exit acquisition unit 301, a toll calculation unit 302, and an exit transmission unit 303.

[0040] The exit acquisition unit 301 acquires information transmitted from the in-vehicle unit 10 and the upper-level server 40. For example, the exit acquisition unit 301 acquires the IC card information of the in-vehicle unit 10 and the calculated mileage ratio for each state of vehicle 1 from the in-vehicle unit 10. It also acquires toll information transmitted from the upper-level server 40.

[0041] The toll calculation unit 302 calculates the toll based on the toll information transmitted from the upper server 40 and the mileage ratio for each state of vehicle 1 calculated by the mileage ratio calculation unit 105.

[0042] The exit transmission unit 303 transmits information to the in-vehicle unit 10 and the upper-level server 40. For example, the exit transmission unit 303 transmits the toll calculated by the toll calculation unit 302 to the in-vehicle unit 10 and the upper-level server 40.

[0043] (Functional configuration of the upper-level server) As shown in Figure 2, the upper server 40 comprises an upper server acquisition unit 401, a fee information transmission unit 402, and a payment processing unit 403.

[0044] The higher-level server acquisition unit 401 acquires information from the in-vehicle unit 10, the roadside antenna 20, and the communication control unit 30. For example, the higher-level server acquisition unit 401 acquires toll fees transmitted from the exit communication control unit 32 and IC card information from the in-vehicle unit 10.

[0045] The charge information transmission unit 402 transmits charge information to, for example, the exit communication control unit 32.

[0046] The payment processing unit 403 processes the payment of the toll fee to the credit card company linked to the acquired IC card information.

[0047] (Example of processing in a fare collection system 1) Figure 4 is a first chart showing an example of the processing of the toll collection system 100 according to the first embodiment. Here, the processing flow of the toll collection system 100 will be explained with reference to Figure 4. Furthermore, the processing flow will be explained using the example of when the state of vehicle 1 (for example, the information such as the number of passengers, axle load, and number of axles mentioned above) changes as vehicle 1 starts up and begins to travel, enters the toll road from the first entrance toll gate, and travels to the first exit toll gate.

[0048] Between the time Vehicle 1 starts up and enters the entrance toll gate, the onboard unit 10 acquires the initial state of Vehicle 1 at the time of entry into the entrance toll gate (step S101). The following describes in detail the processing flow of step S101, which acquires each of the initial states of Vehicle 1 (initial number of passengers, initial axle load, initial number of axles), for each of the number of passengers, axle load, and number of axles.

[0049] (Example of in-vehicle device processing 1) Figure 5 is a first flowchart showing an example of the processing of the in-vehicle unit 10 according to the first embodiment. Here, with reference to Figure 5, the process flow for obtaining the initial number of passengers when entering the entrance toll gate will be explained.

[0050] First, when vehicle 1 is started, the vehicle information acquisition unit 101 acquires the initial number of occupants from the seat sensor 2 (step S201). The acquired initial number of occupants is recorded in the recording unit 104.

[0051] Subsequently, the vehicle information acquisition unit 101 starts acquiring the number of passengers from the seat sensor 2 at a predetermined periodic interval (for example, every 1 second; this period can be changed as appropriate) (step S202). Next, the state change determination unit 103 determines whether the number of passengers has changed from the initial number of passengers (step S203). If the number of passengers has not changed (step S203; NO), the communication determination unit 109 determines whether communication has taken place between the on-board unit 10 and the entrance roadside antenna 21 (step S204). If communication has taken place between the on-board unit 10 and the entrance roadside antenna 21 (step S204; YES), the processing flow ends. If communication has not taken place between the on-board unit 10 and the entrance roadside antenna 21 (step S204; NO), the process returns to step S202, and the vehicle information acquisition unit 101 acquires the number of passengers again.

[0052] In step S203, if it is determined that the number of passengers has changed (step S203; YES), the recording unit 104 sets the number of passengers obtained in step S202 as the initial number of passengers and updates the initial number of passengers (step S205). After that, the communication determination in step S204 described above is performed. If communication is performed between the on-board unit 10 and the entrance roadside antenna 21 (step S204; YES), the processing flow ends. If communication is not performed between the on-board unit 10 and the entrance roadside antenna 21 (step S204; NO), the process returns to step S202, and the vehicle information acquisition unit 101 acquires the number of passengers again.

[0053] In this way, the initial number of passengers is obtained, and if there is any change in the number of passengers before entering the toll gate, the initial number of passengers is updated.

[0054] (Example of in-vehicle device processing 2) Figure 6 is a second flowchart showing an example of the processing of the in-vehicle unit 10 according to the first embodiment. Here, with reference to Figure 6, the process flow for acquiring the initial axle load when entering the entrance toll gate will be explained.

[0055] First, when vehicle 1 is started, the vehicle information acquisition unit 101 acquires the initial axle load from the axle load sensor 5 (step S301). The acquired initial axle load is recorded in the recording unit 104. Then, when vehicle 1 starts moving, the vehicle information acquisition unit 101 starts acquiring the speed of vehicle 1 at a predetermined periodic interval (for example, every 1 second; this period can be changed as appropriate) (step S302). The vehicle information acquisition unit 101 acquires the speed of vehicle 1 from the speedometer 4. Then, the speed determination unit 102 determines whether the speed of vehicle 1 is 0 or not (step S303). If the speed of vehicle 1 is not 0 (step S303; NO), the communication determination unit 109 determines whether communication has taken place between the on-board unit 10 and the entrance roadside antenna 21 (step S304). If communication has taken place between the on-board unit 10 and the entrance roadside antenna 21 (step S304; YES), the processing flow ends. If communication is not taking place between the in-vehicle unit 10 and the entrance roadside antenna 21 (step S304; NO), the process returns to step S302, and the vehicle information acquisition unit 101 acquires the speed of vehicle 1 again.

[0056] In step S303, if it is determined that the speed of vehicle 1 is 0 (step S303; YES), the vehicle information acquisition unit 101 acquires the axle load from the axle load sensor 5 (step S305). Then, the state change determination unit 103 determines whether the axle load has changed from the initial axle load (step S306). If the axle load has not changed (step S306; NO), the communication determination in step S304 described above is performed. If communication is performed between the on-board unit 10 and the entrance roadside antenna 21 (step S304; YES), the processing flow ends. If communication is not performed between the on-board unit 10 and the entrance roadside antenna 21 (step S304; NO), the process returns to step S302, and the vehicle information acquisition unit 101 acquires the speed of vehicle 1 again.

[0057] If it is determined in step S303 that the axle load has changed (step S306; YES), the recording unit 104 sets the axle load acquired in step S305 as the initial axle load and updates the initial axle load (step S307). After that, the communication determination in step S304 described above is performed. If communication is performed between the on-board unit 10 and the entrance roadside antenna 21 (step S304; YES), the processing flow ends. If communication is not performed between the on-board unit 10 and the entrance roadside antenna 21 (step S304; NO), the process returns to step S302, and the vehicle information acquisition unit 101 acquires the speed of vehicle 1 again.

[0058] In this way, the initial axle load is acquired, and if there is a change in the axle load before entering the toll gate, the initial axle load is updated.

[0059] (Example of in-vehicle device processing 3) Figure 7 is a first flowchart showing an example of the processing of the in-vehicle unit 10 according to the first embodiment. Here, with reference to Figure 7, the process flow for acquiring the initial number of axles when entering the toll gate will be explained.

[0060] First, when vehicle 1 is started, the vehicle information acquisition unit 101 acquires the initial number of axles from the lift 6 (step S401). The acquired initial number of axles is recorded in the recording unit 104.

[0061] Subsequently, the vehicle information acquisition unit 101 starts acquiring the number of axles from the lift 6 at a predetermined periodic interval (for example, every 1 second; this period can be changed as appropriate) (step S402). Next, the state change determination unit 103 determines whether the number of axles has changed from the initial number of axles (step S403). If the number of axles has not changed (step S403; NO), the communication determination unit 109 determines whether communication has taken place between the on-board unit 10 and the entrance roadside antenna 21 (step S404). If communication has taken place between the on-board unit 10 and the entrance roadside antenna 21 (step S404; YES), the processing flow ends. If communication has not taken place between the on-board unit 10 and the entrance roadside antenna 21 (step S404; NO), the process returns to step S402, and the vehicle information acquisition unit 101 acquires the number of axles again.

[0062] In step S403, if it is determined that the number of axles has changed (step S403; YES), the recording unit 104 sets the number of axles acquired in step S402 as the initial number of axles and updates the initial number of axles (step S405). After that, the communication determination in step S404 described above is performed. If communication is performed between the on-board unit 10 and the entrance roadside antenna 21 (step S404; YES), the processing flow ends. If communication is not performed between the on-board unit 10 and the entrance roadside antenna 21 (step S404; NO), the process returns to step S402, and the vehicle information acquisition unit 101 acquires the number of axles again.

[0063] In this way, the initial number of axles is obtained, and if there is any change in the number of axles before entering the toll gate, the initial number of axles is updated.

[0064] The initial state of the vehicle (initial number of passengers, initial axle load, initial number of axles) is acquired through the processing flow described above. Returning to the flow in Figure 4, when vehicle 1 enters the entrance toll gate, the vehicle detector at the entrance toll gate detects vehicle 1, and communication takes place between the entrance roadside antenna 21 and the on-board unit 10 (step S102). Subsequently, the entrance communication control unit 31 transmits entrance information to the on-board unit 10 (step S103). The transmitted entrance information is recorded, for example, on the IC card in the on-board unit 10.

[0065] Furthermore, once communication between the entrance roadside antenna 21 and the on-board unit 10 is confirmed, the vehicle information acquisition unit 101 acquires an initial value of the total mileage at the time of entry into the toll gate from the odometer 3 (step S104). The acquired initial value of the total mileage is recorded in the recording unit 104.

[0066] After passing through the entrance toll gate, vehicle 1 travels along the toll road. The onboard unit 10 continuously monitors the status of vehicle 1 until it reaches the exit toll gate. Furthermore, if the status of vehicle 1 changes, the onboard unit 10 calculates the distance traveled for each status.

[0067] For example, before vehicle 1 reaches the exit toll gate, the vehicle information acquisition unit 101 sequentially acquires the status of vehicle 1, which may change on the toll road, from on-board sensors 15 (e.g., seat sensor 2, axle load sensor 5, lift 6, etc.), and acquires the mileage traveled by vehicle 1 for each status of vehicle 1 (step S105). Specifically, in step S105, the vehicle information acquisition unit 101 sequentially acquires the number of passengers as a status of vehicle 1 from seat sensor 2, and acquires the mileage traveled by vehicle 1 for each number of passengers. Also in step S105, the vehicle information acquisition unit 101 sequentially acquires the axle load as a status of vehicle 1 from axle load sensor 5, and acquires the mileage traveled by vehicle 1 for each axle load. Also in step S105, the vehicle information acquisition unit 101 sequentially acquires the number of axles as a status of vehicle 1 from lift 6, and acquires the mileage traveled by vehicle 1 for each number of axles. The following describes in detail the processing flow of step S105, which involves obtaining the status of vehicle 1 (number of passengers, axle load, number of axles) and the mileage associated with the status of vehicle 1, for each of the number of passengers, axle load, and number of axles.

[0068] (Example of in-vehicle device processing 4) Figure 8 is a fourth flowchart showing an example of the processing of the in-vehicle device 10 according to the first embodiment. Here, with reference to Figure 8, the process flow for the in-vehicle device 10 to acquire the number of passengers in vehicle 1 and the mileage associated with the number of passengers will be explained.

[0069] First, after vehicle 1 enters the entrance toll gate, the recording unit 104 sets the initial number of passengers to the first number of passengers and the initial value of the total distance traveled to the first total distance traveled (step S501).

[0070] Subsequently, the vehicle information acquisition unit 101 starts acquiring the number of passengers from the seat sensor 2 at a predetermined periodic interval (for example, every 1 second; this period can be changed as appropriate) (step S502). Next, the state change determination unit 103 determines whether the number of passengers has changed from the first number of passengers (step S503). If the number of passengers has not changed (step S503; NO), the communication determination unit 109 determines whether communication has taken place between the on-board unit 10 and the exit roadside antenna 22 (step S504). If communication has taken place between the on-board unit 10 and the exit roadside antenna 22 (step S504; YES), the processing flow ends. If communication has not taken place between the on-board unit 10 and the exit roadside antenna 22 (step S504; NO), the process returns to step S502, and the vehicle information acquisition unit 101 acquires the number of passengers again.

[0071] In step S503, if it is determined that the number of passengers has changed (step S503; YES), the vehicle information acquisition unit 101 acquires the total mileage from the odometer 3 (step S505). The number of passengers acquired in step S502 and the total mileage acquired in step S505 are recorded in the recording unit 104. Subsequently, the recording unit 104 sets the number of passengers acquired in step S505 as the second number of passengers and sets the total mileage acquired in step S505 as the second total mileage (step S506).

[0072] Next, the vehicle information acquisition unit 101 acquires the distance traveled for the section acquired with the first number of passengers before the change (the distance traveled associated with the first number of passengers before the change) (step S507). In step S507, the distance traveled for the section acquired with the first number of passengers before the change (the distance traveled associated with the first number of passengers before the change) is calculated by subtracting the first total distance traveled from the second total distance traveled. The distance traveled in step S507 is recorded in the recording unit 104 along with the associated number of passengers.

[0073] Subsequently, the recording unit 104 updates the first number of passengers and the first total distance traveled to the changed values ​​(step S508). That is, in step S508, the recording unit 104 sets the number of passengers (second number of passengers) acquired in step S502 as the first number of passengers, and sets the total distance traveled (second total distance traveled) acquired in step S505 as the first total distance traveled. After that, the communication determination in step S504 described above is performed. If communication is performed between the on-board unit 10 and the exit roadside antenna 22 (step S504; YES), the processing flow ends. If communication is not performed between the on-board unit 10 and the exit roadside antenna 22 (step S504; NO), the process returns to step S502, and the vehicle information acquisition unit 101 acquires the speed of vehicle 1 again.

[0074] In this way, the distance traveled by each passenger (the distance traveled associated with each passenger) is acquired and recorded cumulatively.

[0075] (Example of in-vehicle device processing 5) Figure 9 is a fourth flowchart showing an example of the processing of the in-vehicle device 10 according to the first embodiment. Here, with reference to Figure 9, the process flow for the in-vehicle device 10 to acquire the axle load of the vehicle 1 and the mileage associated with the axle load will be explained.

[0076] First, after vehicle 1 enters the entrance toll gate, the recording unit 104 sets the initial axle load to the first axle load and sets the initial value of the total mileage to the first total mileage (step S601). Then, the vehicle information acquisition unit 101 starts acquiring the speed of vehicle 1 at a predetermined periodic interval (for example, every 1 second; this period can be changed as appropriate) (step S602). The vehicle information acquisition unit 101 acquires the speed of vehicle 1 from the speedometer 4. Then, the speed determination unit 102 determines whether the speed of vehicle 1 is 0 or not (step S603). If the speed of vehicle 1 is not 0 (step S603; NO), the communication determination unit 109 determines whether communication has taken place between the on-board unit 10 and the exit roadside antenna 22 (step S604). If communication has taken place between the on-board unit 10 and the exit roadside antenna 22 (step S604; YES), the processing flow ends. If communication is not taking place between the in-vehicle unit 10 and the exit roadside antenna 22 (step S604; NO), the process returns to step S602, and the vehicle information acquisition unit 101 acquires the speed of vehicle 1 again.

[0077] In step S603, if it is determined that the speed of vehicle 1 is 0 (step S603; YES), the vehicle information acquisition unit 101 acquires the axle load from the axle load sensor 5 (step S605). Subsequently, the state change determination unit 103 determines whether the axle load has changed from the first axle load (step S606). If the axle load has not changed (step S606; NO), the communication determination in step S604 described above is performed. If communication is performed between the on-board unit 10 and the exit roadside antenna 22 (step S604; YES), the processing flow ends. If communication is not performed between the on-board unit 10 and the exit roadside antenna 22 (step S604; NO), the process returns to step S602, and the vehicle information acquisition unit 101 acquires the speed of vehicle 1 again.

[0078] In step S606, if it is determined that the axle load has changed (step S606; YES), the vehicle information acquisition unit 101 acquires the total mileage from the odometer 3 (step S607). The axle load acquired in step S605 and the total mileage acquired in step S607 are recorded in the recording unit 104. Subsequently, the recording unit 104 sets the axle load acquired in step S605 as the second axle load and sets the total mileage acquired in step S607 as the second total mileage (step S608).

[0079] Next, the vehicle information acquisition unit 101 acquires the distance traveled in the section acquired with the first axle load before the change (the distance traveled associated with the first axle load before the change) (step S609). In step S609, the distance traveled in the section acquired with the first axle load before the change (the distance traveled associated with the first axle load before the change) is calculated by subtracting the first total distance traveled from the second total distance traveled. The distance traveled in step S609 is recorded in the recording unit 104 along with the associated axle load.

[0080] Subsequently, the recording unit 104 updates the first axle load and the first total mileage to the changed values ​​(step S610). That is, in step S610, the recording unit 104 sets the axle load (second axle load) acquired in step S605 as the first axle load, and sets the total mileage (second total mileage) acquired in step S607 as the first total mileage. After that, the communication determination in step S604 described above is performed. If communication is performed between the on-board unit 10 and the exit roadside antenna 22 (step S604; YES), the processing flow ends. If communication is not performed between the on-board unit 10 and the exit roadside antenna 22 (step S604; NO), the process returns to step S602, and the vehicle information acquisition unit 101 acquires the speed of vehicle 1 again.

[0081] In this way, the distance traveled with each axle load (the distance traveled associated with each axle load) is acquired and recorded cumulatively.

[0082] (Example of in-vehicle device processing 6) Figure 10 is a sixth flowchart showing an example of the processing of the in-vehicle device 10 according to the first embodiment. Here, with reference to Figure 10, the process flow for the in-vehicle device 10 to acquire the number of axles of the vehicle 1 and the mileage associated with the number of axles will be explained.

[0083] First, after vehicle 1 enters the entrance toll gate, the recording unit 104 sets the initial number of axles to the first number of axles and sets the initial value of the total mileage to the first total mileage (step S701).

[0084] Subsequently, the vehicle information acquisition unit 101 starts acquiring the number of axles from the lift 6 at a predetermined periodic interval (for example, every 1 second; this period can be changed as appropriate) (step S702). Next, the state change determination unit 103 determines whether the number of axles has changed from the first number of axles (step S703). If the number of axles has not changed (step S703; NO), the communication determination unit 109 determines whether communication has taken place between the on-board unit 10 and the exit roadside antenna 22 (step S704). If communication has taken place between the on-board unit 10 and the exit roadside antenna 22 (step S704; YES), the processing flow ends. If communication has not taken place between the on-board unit 10 and the exit roadside antenna 22 (step S704; NO), the process returns to step S702, and the vehicle information acquisition unit 101 acquires the number of axles again.

[0085] If it is determined in step S703 that the number of axles has changed (step S703; YES), the vehicle information acquisition unit 101 acquires the total mileage from the odometer 3 (step S705). The number of axles acquired in step S702 and the total mileage acquired in step S705 are recorded in the recording unit 104. Subsequently, the recording unit 104 sets the number of axles acquired in step S705 as the second number of axles and sets the total mileage acquired in step S705 as the second total mileage (step S706).

[0086] Next, the vehicle information acquisition unit 101 acquires the mileage for the section acquired with the first number of axles before the change (mileage associated with the first number of axles before the change) (step S707). In step S707, the mileage for the section acquired with the first number of axles before the change (mileage associated with the first number of axles before the change) is calculated by subtracting the first total mileage from the second total mileage. The mileage acquired in step S707 is recorded in the recording unit 104 along with the associated number of axles.

[0087] Subsequently, the recording unit 104 updates the first number of axles and the first total mileage to the changed values ​​(step S708). That is, in step S708, the recording unit 104 sets the number of axles (second number of axles) acquired in step S702 as the first number of axles, and sets the total mileage (second total mileage) acquired in step S705 as the first total mileage. After that, the communication determination in step S704 described above is performed. If communication is performed between the on-board unit 10 and the exit roadside antenna 22 (step S704; YES), the processing flow ends. If communication is not performed between the on-board unit 10 and the exit roadside antenna 22 (step S704; NO), the process returns to step S702, and the vehicle information acquisition unit 101 acquires the speed of vehicle 1 again.

[0088] In this way, the distance traveled on each axle (the distance traveled associated with each axle) is acquired and recorded cumulatively.

[0089] According to the processing flow described above, the status of vehicle 1 (number of passengers, axle load, number of axles) and the cumulative distance traveled, which is linked to the status of vehicle 1, are acquired until the vehicle passes through the exit toll gate.

[0090] Now, returning to the flow in Figure 4, while vehicle 1 is approaching the exit toll gate, the toll information transmission unit 402 of the upper-level server 40 transmits toll information to the exit communication control unit 32 in advance, and the exit acquisition unit 301 of the exit communication control unit 32 acquires the transmitted toll information (step S106). This toll information includes, for example, a toll table for each vehicle type that serves as the basis for calculating the toll, and discount / surcharge rates for each state of vehicle 1.

[0091] Subsequently, when vehicle 1 enters the exit toll gate, the vehicle detector at the exit toll gate detects vehicle 1, and communication takes place between the exit roadside antenna 22 and the on-board unit 10 (step S107). Once communication between the exit roadside antenna 22 and the on-board unit 10 is confirmed, the vehicle information acquisition unit 101 acquires the final value of the total mileage at the time of entry into the exit toll gate from the odometer 3 (step S108). The acquired initial value of the total mileage is recorded in the recording unit 104. Subsequently, the vehicle information acquisition unit 101 further acquires the total mileage for the entire section from the entrance toll gate to the exit toll gate by subtracting the initial value of the total mileage acquired at the entrance toll gate from the final value of the total mileage acquired at the exit toll gate (step S109).

[0092] Subsequently, the mileage ratio calculation unit 105 of the in-vehicle device 10 calculates the mileage ratio for each state of the vehicle 1 (number of passengers, axle load, number of axles) based on the mileage acquired for each state of the vehicle 1 (step S110). Specifically, in step S110, the mileage ratio calculation unit 105 calculates the mileage ratio for each number of passengers in the vehicle 1. Also in step S110, the mileage ratio calculation unit 105 calculates the mileage ratio for each axle load of the vehicle 1. Also in step S110, the mileage ratio calculation unit 105 calculates the mileage ratio for each number of axles in the vehicle 1.

[0093] In step S110, information such as that shown in Figure 11 is obtained. Figure 11 is a diagram showing an example of a table of mileage ratios according to the first embodiment. In Figure 11, when vehicle 1 travels a total distance of 10 km from the entrance toll gate (the point where vehicle 1's total mileage is 1000 km) to the exit toll gate (the point where vehicle 1's total mileage is 1010 km), the mileage ratio for each number of passengers, the mileage ratio for each axle load, and the mileage ratio for each number of axles are summarized. In the example in Figure 11, the number of passengers is changed at the midpoint (5 km from the entrance toll gate), and the mileage ratio is 50% when there is one passenger and 50% when there are two passengers. Also, in the example in Figure 11, at the point 6 km from the entrance toll gate, one axle is lifted up and the number of axles is changed from four axles to three axles. Therefore, the travel distance ratio is 60% when the axle load is 5 tons or less, and 40% when the axle load is between 5 tons and 10 tons. The travel distance ratio is 60% when there are 4 axles and 40% when there are 3 axles.

[0094] After step S110, the in-vehicle device information transmission unit 106 of the in-vehicle device 10 transmits information to the exit communication control unit 32, and the exit acquisition unit 301 of the exit communication control unit 32 acquires the transmitted information (step S111). The information from the in-vehicle device 10 acquired in step S317 includes entry information, IC card information, vehicle type information of vehicle 1, and the mileage ratio for each state of vehicle 1.

[0095] After step S111, the toll calculation unit 302 of the exit communication control unit 32 calculates the toll based on the mileage ratio of each state of vehicle 1 (number of passengers, axle load, number of axles) calculated by the mileage ratio calculation unit 105 (step S112).

[0096] Here, the number of axles changes the vehicle type information. For example, for vehicles such as trailers and trucks, the vehicle type changes when the number of axles changes due to the lift-up function. When the vehicle type changes, the applicable fare table also changes. Therefore, the number of axles is used to select the applicable fare table. In addition, the mileage ratio obtained in conjunction with the number of axles is also taken into consideration when selecting the fare table based on the number of axles. For example, in the example in Figure 11, the mileage ratio for a vehicle with 3 axles is 40%, and the mileage ratio for a vehicle with 3 axles is 60%. Therefore, the fare table for the first vehicle type associated with a vehicle with 3 axles (e.g., large vehicle) is applied to 40% of the mileage, and the fare table for the second vehicle type associated with a vehicle with 4 axles (e.g., extra-large vehicle) is applied to 60% of the mileage.

[0097] The toll calculation unit 302 calculates the base toll based on the toll table selected based on the number of axles and the mileage ratio to which that toll table applies. In addition, information on the number of passengers and axle load is used to select the surcharge rate or discount rate for the base toll.

[0098] The following patterns are possible for varying tolls based on the number of passengers. If Vehicle 1 is a passenger car, the more people in one vehicle, the lower the environmental impact. Therefore, if Vehicle 1 is a passenger car, the toll is discounted as the number of passengers increases. If Vehicle 1 is a commercial bus, the more passengers there are, the greater the profit and the greater the burden on the road. Therefore, if Vehicle 1 is a commercial bus, the toll is increased as the number of passengers increases. In addition, the mileage ratio obtained in relation to the number of passengers is also taken into consideration when determining the surcharge or discount on tolls based on the number of passengers. For example, in the example in Figure 11, the mileage ratio when there is one passenger is 50%, and the mileage ratio when there are two passengers is 50%. Therefore, the surcharge / discount rate for one passenger is applied to 50% of the mileage, and the surcharge / discount rate for two passengers is applied to the remaining 50% of the mileage.

[0099] Furthermore, the greater the axle load, the greater the load on the road. For this reason, tolls are increased for vehicles with higher axle loads. In addition, the ratio of mileage obtained in relation to axle load is also taken into consideration when determining the toll increase or decrease based on axle load. For example, in the example in Figure 11, the mileage ratio for vehicles with an axle load of 5 tons or less is 60%, and the mileage ratio for vehicles with an axle load of 5 tons or more but less than or equal to 10 tons is 40%. Therefore, the surcharge / discount rate for vehicles with an axle load of 5 tons or less is applied to 60% of the mileage, and the surcharge / discount rate for vehicles with an axle load of 5 tons or more but less than or equal to 10 tons is applied to 40% of the mileage.

[0100] The toll calculation unit 302 calculates the toll by applying surcharges and discounts to the base fare based on the number of passengers and the ratio of axle load to the distance traveled.

[0101] Subsequently, the exit transmission unit 303 of the exit communication control unit 32 transmits the toll calculated by the toll calculation unit 302 to the upper server 40 and the in-vehicle unit 10 (step S113). The upper server acquisition unit 401 of the upper server 40 acquires the IC card information acquired from the in-vehicle unit 10 along with the toll, and the settlement processing unit 403 of the upper server 40 performs settlement processing for the acquired toll (step S114). In step S114, the settlement processing unit 403 performs settlement processing for the toll with the credit card company associated with the IC card information acquired from the in-vehicle unit 10.

[0102] Furthermore, when the billing information acquisition unit 107 of the in-vehicle unit 10 acquires the toll, the notification unit 108 of the in-vehicle unit 10 notifies the occupants of vehicle 1 of the toll to be charged to vehicle 1 (step S115). After following the steps above, the payment collection (billing process) is completed.

[0103] (Computer configuration) Figure 12 is a schematic block diagram showing the configuration of a computer according to the first embodiment. The computer 900 comprises a processor 901, main memory 902, auxiliary memory 903, and interface 904. The above-mentioned in-vehicle unit 10, lift axle control unit 7, vehicle control unit 8, communication control unit 30, and upper-level server 40 are each implemented in different computers 900. The operation of each of the above-mentioned processing units is stored in the auxiliary memory 903 in the form of a program. The processor 901 reads the program from the auxiliary memory 903, expands it into the main memory 902, and executes the above processing according to the program. The processor 901 also allocates memory area in the main memory 902 to be used for the above processing according to the program.

[0104] The program may be for implementing a part of the functions to be performed by the computer 900. For example, the program may perform functions in combination with other programs already stored in the auxiliary storage device 903, or in combination with other programs implemented in other devices. In other embodiments, the computer may be equipped with a custom LSI (Large Scale Integrated Circuit) such as a PLD (Programmable Logic Device) in addition to, or in place of, the above configuration. Examples of PLDs include PAL (Programmable Array Logic), GAL (Generic Array Logic), CPLD (Complex Programmable Logic Device), FPGA (Field Programmable Gate Array), etc. In this case, some or all of the functions implemented by the processor may be implemented by the integrated circuit.

[0105] Examples of auxiliary storage devices 903 include HDDs (Hard Disk Drives), SSDs (Solid State Drives), magnetic disks, magneto-optical disks, CD-ROMs (Compact Disc Read Only Memory), DVD-ROMs (Digital Versatile Disc Read Only Memory), and semiconductor memory. The auxiliary storage device 903 may be an internal medium directly connected to the bus of the computer 900, or it may be an external medium (external storage device 910) connected to the computer 900 via an interface 904 or a communication line. Furthermore, if this program is distributed to the computer 900 via a communication line, the computer 900 that receives the distribution may expand the program into the main memory 902 and execute the above processing. In at least one embodiment, the auxiliary storage device 903 is a tangible storage medium that is not temporary.

[0106] (Effects and Benefits) As described above, the in-vehicle unit 10 includes a vehicle information acquisition unit 101 that acquires information about the vehicle 1, including the state of the vehicle 1 which may change on a toll road.

[0107] In conventional technology, when the state of vehicle 1 (e.g., number of passengers, axle load, number of axles) changes while traveling on a toll road, variable billing is not implemented in accordance with the change in the state of vehicle 1. In contrast, in this embodiment, the onboard unit 10 can acquire the state of vehicle 1. This allows the toll to be calculated based on the change in the state of vehicle 1. Therefore, variable billing (dynamic billing) that changes the toll according to the change in the state of vehicle 1 can be implemented. Thus, billing processing according to the state of each individual vehicle 1 can be realized.

[0108] Furthermore, the vehicle information acquisition unit 101 acquires the status of vehicle 1 from the on-board sensors 15 mounted on vehicle 1.

[0109] In this way, the in-vehicle unit 10 can acquire information about vehicle 1, including its status, from the in-vehicle sensors 15 mounted on vehicle 1. As a result, the in-vehicle unit 10 can acquire information about vehicle 1 without transmitting or receiving information with external devices.

[0110] Furthermore, the vehicle information acquisition unit 101 acquires the number of passengers in vehicle 1 as the status of vehicle 1 from the seat sensor 2, which is a type of on-board sensor 15.

[0111] In this way, the in-vehicle device 10 can obtain the number of passengers in vehicle 1 from the seat sensor 2 already installed in vehicle 1. As a result, tolls can be calculated based on changes in the number of passengers, enabling variable billing that responds to changes in the number of passengers.

[0112] Furthermore, the vehicle information acquisition unit 101 acquires the axle load of the vehicle 1 as the status of the vehicle 1 from the axle load sensor 5, which is a type of on-board sensor 15.

[0113] In this way, the on-board unit 10 can obtain the axle load of vehicle 1 from the axle load sensor 5 already installed in vehicle 1. As a result, toll fees can be calculated based on changes in axle load, enabling variable billing that responds to changes in axle load.

[0114] Furthermore, Vehicle 1 is a lift axle vehicle equipped with a lift 6 that can lift up and lift down the axles, and the vehicle information acquisition unit 101 acquires the number of axles on which connected wheels are in contact with the ground as the state of Vehicle 1 from the lift 6, which is a type of on-board sensor 15.

[0115] In this way, the on-board unit 10 can obtain the number of grounded axles of vehicle 1 from the lift 6 already installed on vehicle 1, when vehicle 1 is a lift axle vehicle. As a result, tolls can be calculated based on the change in the number of axles, enabling variable billing according to the change in the number of axles. In this embodiment, the number of axles is detected directly from the lift 6 without using methods such as image processing, so complex processing for detecting the number of axles is unnecessary. Therefore, the cost increase for detecting the number of axles is suppressed.

[0116] Furthermore, the vehicle information acquisition unit 101 acquires the mileage of the vehicle 1 as information of the vehicle 1 from the odometer 3, which is a type of on-board sensor 15 installed in the vehicle 1, for each state of the vehicle 1, and at the toll booth of the toll road exit, it further includes a mileage ratio calculation unit 105 that calculates the mileage ratio for each state of the vehicle 1 based on the mileage acquired for each state of the vehicle 1.

[0117] In this way, tolls can be calculated based on the change in the state of vehicle 1 and the mileage ratio for each state of vehicle 1. Therefore, variable billing (dynamic billing) can be implemented, where tolls fluctuate according to the change in the state of vehicle 1 and the mileage ratio for each state. Thus, billing processing can be realized according to the change in the state of each individual vehicle 1 and the mileage ratio for each state. In addition, the on-board unit 10 can obtain the mileage from the odometer 3 already installed in vehicle 1. Therefore, the on-board unit 10 can obtain the mileage without using GNSS positioning or the like.

[0118] Furthermore, the toll collection system 100 includes the above-mentioned in-vehicle unit 10, an exit communication control unit 32 installed at the exit toll gate, and a higher-level server 40 capable of sending and receiving information with the exit communication control unit 32. The exit communication control unit 32 transmits the toll calculated based on the status of the vehicle 1 to the higher-level server 40, and the higher-level server 40 processes the settlement of the toll from the exit communication control unit 32.

[0119] Alternatively, the exit control unit 32 may calculate the maximum base fare calculated without considering changes in the state of vehicle 1, and then perform fare calculation by discounting the maximum base fare.

[0120] This makes it easier to integrate the toll collection system 100 of this embodiment into existing toll collection systems (ETC systems). Furthermore, if the on-board unit 10 is not activated, the discount cannot be received, and the maximum toll fee will be charged. As a result, the number of cases where the on-board unit 10 is illegally deactivated will decrease, and the toll collection system 100 of this embodiment will become more widespread.

[0121] <Other Embodiments> Although one embodiment has been described in detail above with reference to the drawings, the specific configuration is not limited to that described above, and various design changes are possible. In other embodiments, the order of the above-described processes may be changed as appropriate. Also, some processes may be executed in parallel.

[0122] For example, as shown in Figure 13, a toll calculation unit 302 may be provided in the in-vehicle unit 10 instead of the exit communication control unit 32. That is, the in-vehicle unit 10 may calculate the toll based on the mileage ratio for each state of vehicle 1 calculated by the mileage ratio calculation unit 105. In this case, the in-vehicle unit 10 acquires toll information transmitted from the upper-level server 40, and the toll calculation unit 302 calculates the toll based on the toll information acquired from the upper-level server 40 and the mileage ratio for each state of vehicle 1. Subsequently, the in-vehicle unit information transmission unit 106 of the in-vehicle unit 10 transmits the calculated toll to the exit communication control unit 32, and the exit communication control unit 32 transmits the toll information to the upper-level server 40 for settlement processing.

[0123] Furthermore, the upper server 40 or the communication control unit 30 may also be equipped with a violation detection function that determines, for example, at an entrance toll gate or an exit toll gate, whether or not the vehicle operated the lift-up or lift-down of the axles in order to reduce the toll to a lower amount, based on the number of axles acquired by the in-vehicle device 10 and information associated with the number of axles (such as the ratio of travel distance and information on when the number of axles was changed).

[0124] Furthermore, the above-described embodiment explains a case where the base charge is calculated with discounts and surcharges based on the mileage ratio for each state of Vehicle 1, but it is not limited to this. At the exit toll gate, the maximum base charge may be billed as the toll, and points may be awarded as a post-processing step based on the mileage ratio for each state of Vehicle 1.

[0125] In the above-described embodiment, the case in which the mileage ratio for each state of the vehicle 1 is calculated and the toll surcharge or discount is calculated based on the mileage ratio is explained, but this is not limited to this. The surcharge or discount may also be calculated based on each state of the vehicle 1, which is directly acquired by the onboard unit 10 from the vehicle 1, without calculating the mileage ratio for each state of the vehicle 1.

[0126] <Note> The above-described embodiment can be understood, for example, as follows:

[0127] (1) According to the first embodiment, the in-vehicle unit 10 includes a vehicle information acquisition unit 101 that acquires information about the vehicle, including the state of the vehicle 1 which may change on a toll road.

[0128] In conventional technology, when the state of vehicle 1 (e.g., number of passengers, axle load, number of axles) changes while traveling on a toll road, variable billing corresponding to the change in the state of vehicle 1 was not implemented. In contrast, in this embodiment, the onboard unit 10 can acquire the state of vehicle 1. This allows the toll to be calculated based on the change in the state of vehicle 1. Therefore, variable billing (dynamic billing) that changes the toll according to the change in the state of vehicle 1 can be implemented. Thus, billing processing according to the state of each individual vehicle 1 can be realized. The calculation of toll fees may be performed upstream of the on-board unit 10 (for example, the exit communication control unit 32 in the embodiment described above), or it may be performed on the on-board unit 10 side.

[0129] (2) According to the second embodiment, in the in-vehicle device 10 according to the first embodiment, the vehicle information acquisition unit 101 acquires information about the vehicle 1, including the state of the vehicle 1, from the in-vehicle sensor 15 mounted on the vehicle 1.

[0130] In this way, the in-vehicle unit 10 can acquire information about vehicle 1, including its status, from the in-vehicle sensors 15 mounted on vehicle 1. As a result, the in-vehicle unit 10 can acquire information about vehicle 1 without transmitting or receiving information with external devices.

[0131] (3) According to the third embodiment, in the in-vehicle device 10 according to the second embodiment, the vehicle information acquisition unit 101 acquires the number of passengers in the vehicle 1 as the state of the vehicle 1 from the seat sensor 2, which is a type of in-vehicle sensor 15.

[0132] In this way, the in-vehicle device 10 can obtain the number of passengers in vehicle 1 from the seat sensor 2 already installed in vehicle 1. As a result, tolls can be calculated based on changes in the number of passengers, enabling variable billing that responds to changes in the number of passengers.

[0133] (4) According to the fourth embodiment, in the in-vehicle device 10 according to the second or third embodiment, the vehicle information acquisition unit 101 acquires the axle load of the vehicle 1 as the state of the vehicle 1 from the axle load sensor 5, which is a type of in-vehicle sensor 15.

[0134] In this way, the on-board unit 10 can obtain the axle load of vehicle 1 from the axle load sensor 5 already installed in vehicle 1. As a result, toll fees can be calculated based on changes in axle load, enabling variable billing that responds to changes in axle load.

[0135] (5) According to the fifth embodiment, in the in-vehicle device 10 according to any one of the second to fourth embodiments, the vehicle 1 is a lift axle vehicle equipped with a lift 6 that can lift up and lift down the axles, and the vehicle information acquisition unit 101 acquires the number of axles of the vehicle 1 in which connected wheels are in contact with the ground as the state of the vehicle 1 from the lift 6, which is a type of in-vehicle sensor 15.

[0136] In this manner, the on-board unit 10 can obtain the number of grounded axles of vehicle 1 from the lift 6 already installed on vehicle 1, when vehicle 1 is a lift axle vehicle. This allows to calculate tolls based on changes in the number of axles, enabling variable billing according to changes in the number of axles. In this embodiment, the number of axles is detected directly from the lift 6 without using image processing or other methods, eliminating the need for complex processing to detect the number of axles. Therefore, cost increases for axle detection are suppressed.

[0137] (6) According to the sixth embodiment, the vehicle information acquisition unit 101 according to any one of the second to fifth embodiments further comprises a mileage ratio calculation unit 105 that acquires the mileage of the vehicle 1 as information of the vehicle 1 from an odometer 3, which is a type of on-board sensor 15, for each state of the vehicle 1, and calculates the mileage ratio for each state of the vehicle 1 at the toll gate of the toll road based on the mileage acquired for each state of the vehicle 1.

[0138] In this way, tolls can be calculated based on the change in the state of vehicle 1 and the mileage ratio for each state of vehicle 1. Therefore, variable billing (dynamic billing) can be implemented, where tolls fluctuate according to the change in the state of vehicle 1 and the mileage ratio for each state. Thus, billing processing can be realized according to the change in the state of each individual vehicle 1 and the mileage ratio for each state. In addition, the on-board unit 10 can obtain the mileage from the odometer 3 already installed in vehicle 1. Therefore, the on-board unit 10 can obtain the mileage without using GNSS positioning or the like.

[0139] (7) According to the seventh aspect, the toll collection system 100 comprises an in-vehicle device 10 according to any one of the first to sixth aspects, an exit communication control unit 32 installed at the exit toll gate, and a higher-level server 40 capable of sending and receiving information with the exit communication control unit 32, wherein the exit communication control unit 32 transmits the toll calculated based on the status of the vehicle 1 to the higher-level server 40, and the higher-level server 40 processes the settlement of the toll from the exit communication control unit 32.

[0140] (8) According to the eighth aspect, the toll collection method includes the steps of: an onboard device 10 installed in the vehicle 1 acquires information about the vehicle 1, including the state of the vehicle 1 which may change on a toll road; an exit communication control unit 32 installed at an exit toll booth on the toll road transmits to a higher-level server 40 a toll calculated based on the mileage ratio for each state of the vehicle 1; and the higher-level server 40 processing the settlement of the toll from the exit communication control unit 32.

[0141] (9) According to the ninth aspect, the program causes the in-vehicle unit 10 to perform the step of acquiring information about the vehicle 1, including the state of the vehicle 1 which may change on a toll road. [Explanation of Symbols]

[0142] 100 Toll Collection System 1 vehicle 10 Onboard equipment 101 Vehicle Information Acquisition Unit 105 Mileage Ratio Calculation Unit 15. In-vehicle sensors 2. Seat occupancy sensor 3 Odometer 5-axis load sensor 6 lifts 8. Vehicle Control Unit 32 Exit Communication Control Unit 40 Top Servers

Claims

1. An in-vehicle device equipped with a vehicle information acquisition unit that acquires information about the vehicle, including the vehicle's condition which may change on a toll road.

2. The vehicle information acquisition unit acquires information about the vehicle, including the status of the vehicle, from on-board sensors mounted on the vehicle. The in-vehicle device according to claim 1.

3. The vehicle information acquisition unit acquires the number of passengers in the vehicle as the status of the vehicle from a seat sensor, which is a type of on-board sensor. The in-vehicle device according to claim 2.

4. The vehicle information acquisition unit acquires the axle load of the vehicle as the state of the vehicle from the axle load sensor, which is a type of on-board sensor. The in-vehicle device according to claim 2.

5. The aforementioned vehicle is a lift axle vehicle equipped with a lift that can lift up and lift down the axle, The vehicle information acquisition unit acquires the number of axles on which connected wheels are in contact with the ground from the lift, which is a type of on-board sensor, as the status of the vehicle. The in-vehicle device according to claim 2.

6. The vehicle information acquisition unit acquires the vehicle's mileage as vehicle information from the odometer, which is a type of on-board sensor, for each state of the vehicle. The toll gate at the exit of the aforementioned toll road further includes a mileage ratio calculation unit that calculates the mileage ratio for each state of the vehicle based on the mileage acquired for each state of the vehicle. The in-vehicle device according to any one of claims 2 to 5.

7. An in-vehicle device according to any one of claims 1 to 5, An exit communication control unit installed at the exit toll gate of the aforementioned toll road, The aforementioned exit communication control unit and a higher-level server capable of sending and receiving information, Equipped with, The exit communication control unit transmits the toll fee calculated based on the vehicle's status to the upper-level server. The aforementioned upper-level server processes the payment of tolls from the exit communication control unit. Toll collection system.

8. The steps include: an in-vehicle device installed in the vehicle acquires information about the vehicle, including the state of the vehicle which may change on a toll road; The exit communication control unit installed at the exit toll gate of the aforementioned toll road transmits the toll fee calculated based on the status of the vehicle to a higher-level server. The steps include: The higher-level server processing the payment of the toll from the exit communication control unit, A method of collecting tolls that includes [a specific feature / feature].

9. A program that causes an in-vehicle device to perform the step of acquiring information about the vehicle, including the vehicle's condition, which may change on a toll road.

Images