JP7793352B2 - Toll collection system, on-board device, and route determination method - Google Patents

Description

Embodiments of the present invention relate to a toll collection system, an on-board device, and a route determination method.

The ETC (registered trademark) system (non-stop electronic toll collection system) is widely known as a toll collection system for toll roads. In this type of system, tolls are basically determined based on entrance and exit points and vehicle type. Furthermore, in toll collection systems using dedicated short-range communication (DSRC), it is possible to track a vehicle's route through communication between an onboard unit and an ITS spot, and so charging based on the vehicle's route is being considered.

Japanese Patent Application Laid-Open No. 2021-77289 Patent No. 6847820 Japanese Patent Application Publication No. 9-119842 Patent No. 6620379 JP 2012-94057 A JP 2016-161460 A JP 2019-144753 A

Since communication between the onboard unit and the road-to-vehicle information system for route determination is performed wirelessly while the vehicle is moving, reliable communication may not be possible depending on the number of surrounding vehicles and radio wave conditions. For this reason, there is a demand for technology that can reliably determine the vehicle's driving route even if communication between the onboard unit and the road-to-vehicle information system is not possible.
Therefore, an object of the present invention is to provide a toll collection system, an on-board device, and a route determination method that can reliably determine a vehicle's travel route.

According to an embodiment, the toll collection system includes a roadside device installed on the roadside of a toll road and a central device capable of communicating with the roadside device via a network. The roadside device includes an acquisition unit. The acquisition unit acquires, from an onboard device installed in a vehicle, information identifying the vehicle as well as an odometer reading, which is the reading of the vehicle's odometer. The toll collection system further includes a route determination unit and a toll calculation unit. The route determination unit calculates the vehicle's travel distance on the toll road based on the odometer reading acquired from the roadside device, and determines the vehicle's travel route based on the travel distance. The toll calculation unit calculates the toll for the toll road based on the travel route.

FIG. 1 is a system diagram showing an example of a fee payment and receipt system according to a first embodiment. FIG. 2 is a functional block diagram showing an example of a route determination device 60. FIG. 4 is a diagram showing an example of a vehicle management table 63a. FIG. 2 is a functional block diagram showing an example of a fee calculation device 70. 1 is a block diagram showing an example of functions provided in a vehicle 10; FIG. 10 is a block diagram showing another example of functions provided in the vehicle 10. FIG. 2 is a functional block diagram showing an example of an ETC/DSRC vehicle-mounted device 11. 10 is a flowchart showing an example of a processing procedure of an entrance roadside device 30. 10 is a flowchart showing an example of a processing procedure of the exit roadside unit 40; FIG. 4 is a diagram for explaining calculation of a travel distance in the first embodiment. FIG. 10 is a system diagram showing an example of a fee payment and receipt system according to a second embodiment. FIG. 10 is a system diagram showing an example of a fee payment and receipt system according to a third embodiment. FIG. 4 is a diagram showing an example of a fee table.

Next-generation toll systems are being considered for road traffic systems. In other words, systems in which tolls change dynamically. Such systems would make it possible, for example, to monitor congestion in real time, suggest detour routes to alleviate congestion, and provide incentives to drivers. With this type of technology, it is becoming increasingly important to be able to reliably determine vehicle routes.

Known route determination techniques include, for example, (1) to (3).
(1) Route determination by map matching using location data obtained by a GPS (Global Positioning System) device or a GNSS (Global Navigation Satellite System) device.
(2) Route determination using free-flow antennas, ITS (Intelligent Transport Systems) spots (ETC 2.0), etc.
(3) Route determination using ITS Connect and C-V2X (Cellular Vehicle to Everything).

In the technology (1), the calculation load for route determination is high, so it takes a certain amount of time to determine the route, making it difficult to determine in real time. Also, it is difficult to use in tunnels, etc.
In the case of technology (2), the more precisely the route is determined, the more antennas must be installed, which increases the installation costs. There is also the possibility of communication errors occurring in the wireless communication between the onboard unit of the vehicle and the toll collection system while traveling at high speeds.
In the case of technology (3), the entire expressway on which the vehicle is traveling must be considered a communication area. Furthermore, when using ITS Connect or C-V2X to transfer the location or route information of each vehicle to the toll charging device, connection and cooperation between the ITS Connect or C-V2X central device (or, in some cases, the device of the telecommunications carrier) and the toll charging central device is required. This can complicate the data transmission routine and potentially result in a loss of real-time performance.
An embodiment that can solve the above-mentioned problems will be described below.

[First embodiment]
(composition)
FIG. 1 is a system diagram showing an example of a fee payment system according to the first embodiment.
In FIG. 1, it is assumed that the toll road of this embodiment has a plurality of routes (route A, route B) between the entrance toll gate and the exit toll gate.

The system in Figure 1 is provided with a central toll processing system 50 as a central device for toll calculation processing. It also includes an entrance roadside device 30 installed at the entrance toll gate and having an antenna ANT1, and an exit roadside device 40 installed at the exit toll gate and having an antenna ANT2. Furthermore, a road-to-vehicle information device 20A is installed along route A to communicate with vehicles to determine the route, and a road-to-vehicle information device 20B is similarly installed along route B. Hereinafter, the entrance roadside device 30, the exit roadside device 40, the road-to-vehicle information device 20A, and the road-to-vehicle information device 20B will be collectively referred to as the roadside devices.
The toll central processing system 50 is connected to the entrance roadside device 30, the exit roadside device 40, and the road-to-vehicle information devices 20A and 20B via a network 100. The toll central processing system 50 includes a route determination device 60 and a toll calculation device 70.

2 is a functional block diagram showing an example of the route determination device 60. The route determination device 60 provided in the toll central processing system 50 includes a device control unit 61, a distance calculation unit 62, a storage unit 63, and a communication control unit 64.
The device control unit 61 is a semiconductor processor such as a CPU (Central Processing Unit), and controls the path determination device 60 in an integrated manner.

The storage unit 63 stores a vehicle management table 63a.
The distance calculation unit 62 refers to the vehicle management table 63a and calculates the travel distance for each vehicle.
The communication control unit 64 is connected to the network 100 and controls the exchange of various data with the road-to-vehicle information devices 20A and 20B, the entrance roadside device 30, the exit roadside device 40, and the toll calculation device .

Figure 3 shows an example of the vehicle management table 63a. The vehicle management table 63a includes vehicle identification information, as well as entrance information and exit information associated with the vehicle identification information. The entrance information includes the entrance odometer reading in addition to the entrance identification information and entry date and time information. Similarly, the exit information includes the exit odometer reading in addition to the exit identification information and exit date and time information.

Here, the entrance odometer reading is transferred from the entrance roadside device 30, which receives the notification from the vehicle 10, to the toll central processing system 50 via the network 100. The exit odometer reading is transferred from the exit roadside device 40, which receives the notification from the vehicle 10, to the toll central processing system 50 via the network 100. The route determination device 60 creates a vehicle management table 63a based on this information and manages vehicles 10 traveling on the toll road.

The distance calculation unit 62 refers to the vehicle management table 63a and calculates the traveled distance for each vehicle by subtracting the entrance odometer value from the exit odometer value.

The driver of vehicle 10 will then take either Route A or Route B, whichever is available, based on road congestion information and other factors, and exit the toll gate. During this process, route information determined by wireless devices installed along the route (such as ITS spots or FF (free flow) ETC antennas) is sequentially notified to route determination device 60 and registered in vehicle management table 63a.

4 is a functional block diagram showing an example of the fee calculation device 70. The fee calculation device 70 provided in the fee central processing system 50 includes a device control unit 71, a fee calculation unit 72, a storage unit 73, and a communication control unit 74.
The device control unit 71 is a semiconductor processor such as a CPU, and controls the toll calculation device 70. The storage unit 73 stores various information related to the calculation of the toll for a vehicle.

The toll calculation unit 72 calculates the toll for the vehicle 10 on the toll road based on the travel route determined by the route determination device 60. That is, the toll calculation unit 72 calculates the travel route for the vehicle 10 based on the travel distance obtained from the route determination device 60 and the relative positions of the entrance and exit toll gates, and calculates the toll for the vehicle 10. The calculated toll is notified to the exit toll gate.

The communication control unit 74 is connected to the network 100 and controls the exchange of various data with the road-to-vehicle information devices 20A and 20B, the entrance roadside device 30, the exit roadside device 40, and the route determination device 60.

Figure 5 is a block diagram showing an example of the functions provided in vehicle 10. Vehicle 10 is equipped with an ETC/DSRC on-board unit 11, multiple ECUs (Electronic Control Units) 12 and 13 as control units, and an odometer 14 as a running distance meter. These are connected to a CAN (Controller Area Networks) bus, which is an in-vehicle transmission network.

Figure 6 is a block diagram showing another example of functions provided in a vehicle 10. In Figure 6, an ETC/DSRC vehicle-mounted unit 11 is connected to a CAN bus via a car navigation system 15. Recent car navigation systems have connection terminals to the CAN bus, making it possible to obtain various types of vehicle information.

Figure 7 is a functional block diagram showing an example of an ETC/DSRC vehicle-mounted unit 11. As shown in Figure 7, the ETC/DSRC vehicle-mounted unit 11 includes a memory unit 11a, a device control unit 11b, an external communication control unit 11c, an ETC/DSRC communication control unit 11d, an IC card communication control unit 11e, and a CAN communication control unit 11f.

The storage unit 11a stores the program of the device control unit 11b, various setting information, and information such as the vehicle ID (identification) of the vehicle 10.
The device control unit 11b includes an odometer value notification unit 11g as a processing function according to the embodiment. The odometer value notification unit 11g notifies the entrance roadside unit 30 and the exit roadside unit 40 of the indicated value (odometer value) of the odometer 14 via a wireless channel.

The external communication control unit 11c controls communication with the car navigation system 15 and the like.
The ETC/DSRC communication control unit 11d controls wireless communication with the entrance roadside unit 30, the exit roadside unit 40, or the road-to-vehicle information unit 20 via an on-board antenna (not shown).
The IC card communication control unit 11 e controls communication with the IC card inserted into the ETC/DSRC vehicle-mounted unit 11 .
The CAN communication control unit 11f controls communication with an in-vehicle network (CAN). By providing the CAN communication control unit 11f and directly connecting the ETC/DSRC in-vehicle unit 11 to the CAN bus, the device control unit 11b can acquire the odometer value of the odometer 14 of the vehicle.

Modern vehicles are equipped with numerous ECUs for controlling the engine, steering, lighting, in-vehicle communications, etc. There is also an ECU that manages mileage, and the odometer is under its control. Therefore, by sending a control command from the ETC/DSRC on-board unit 11 via the CAN bus, the ETC/DSRC on-board unit 11 can obtain the odometer value of the vehicle 10.

When vehicle 10 passes through an entrance or exit toll gate, it communicates wirelessly with the roadside devices (entrance roadside device 30, exit roadside device 40). If the device has sufficient processing speed, it would be ideal to use the start of wireless communication as a trigger to acquire the odometer value and notify the toll collection system (entrance roadside device 30, exit roadside device 40). However, if the device does not have sufficient processing speed, it is sufficient to periodically read the odometer value and store it in memory unit 11a, and then notify the latest odometer value in response to a trigger. In this way, even if the wireless communication period is short, it is fully possible to complete processing within that period.

(effect)
Next, the operation of the above configuration will be described.
FIG. 8 is a flowchart showing an example of a processing procedure of the entrance roadside unit 30.
In step S1, the entrance roadside unit 30 confirms that the vehicle 10 is entering.
In step S2, the entrance roadside unit 30, which has detected the entry of the vehicle 10, establishes communication with the in-vehicle unit 11, and acquires vehicle information and IC card information via DSRC communication, as well as the entrance odometer value.
In step S3, the entrance roadside unit 30 that has acquired the entrance odometer reading transmits the entrance odometer reading to the route determination unit 60 (FIG. 1) of the central toll processing system 50 via the network 100.

After passing through the entrance toll gate, the vehicle travels toward its desired destination. When the vehicle passes near a road-to-vehicle information device during travel, the on-board device 11 and the road-to-vehicle information device communicate with each other. The on-board device 11 transmits vehicle information (including the vehicle ID) to the road-to-vehicle information device via DSRC communication, and stores the ID identifying the road-to-vehicle information device with which it has communicated in an IC card as route information. In this way, route information is generated by sequentially storing the IDs identifying the road-to-vehicle information devices with which it has communicated.
FIG. 9 is a flowchart showing an example of a processing procedure of the exit roadside unit 40.
In step S11, the exit roadside unit 40 confirms that the vehicle 10 is entering.
In step S12, the exit roadside unit 40, which has detected the entry of the vehicle 10, establishes communication with the in-vehicle unit 11 and acquires vehicle information (including the vehicle ID), IC card information, and entrance information via DSRC communication, as well as the exit odometer value of the vehicle. Since the entrance information includes the entrance odometer value, the exit roadside unit 40 can acquire both the entrance odometer value and the exit odometer value of the passing vehicle. However, it is also possible to configure the entrance information not to include the entrance odometer value.

In step S13, the exit roadside unit 40 inquires of the route determination unit 60 about the route information of the vehicle 10 that has entered the exit toll gate, using the vehicle ID as a key.
In step S14, the route determination device 60 receives an inquiry.
In step S15, if the route determination device 60 has route information for the vehicle (Yes), the processing procedure proceeds to step S19.
In step S<b>19 , the toll calculation device 70 calculates the toll for the vehicle 10 based on the route information obtained from the route determination device 60 .
If there is no route information for the vehicle in question in step S15 (No), the processing procedure proceeds to step S16.
In step S16, since there is no route information for the vehicle 10, the exit roadside unit 40 notifies the route determination unit 60 of the exit odometer reading.

In step S17, the route determination device 60 subtracts the entrance odometer value from the received exit odometer value to calculate the travel distance of the vehicle 10. Based on this travel distance, the route determination device 60 then determines the travel route of the vehicle 10. The determined travel route is notified to the fare calculation device 70.
In step S18, the toll calculation device 70 calculates the toll for the vehicle 10 based on the travel route (route information).

In step S<b>19 , the toll calculation device 70 calculates the toll for the vehicle 10 based on the route information obtained from the route determination device 60 .
In step S20, the exit roadside unit 40 charges the toll notified by the toll calculation unit 70 to the vehicle 10.

Figure 10 is a diagram explaining the calculation of travel distance in the first embodiment. For example, if it is assumed that the vehicle 10 will travel two routes, the travel distance for route A will be l1 + l2 + l3 + l4, and the travel distance for route B will be l1 + l5 + l3 + l4. In other words, the travel distance differs for each route. This is used to determine the travel route in this embodiment.

In general, the distance traveled measured by the odometer may differ from the actual distance traveled due to factors such as the size and air pressure of the tires mounted on the vehicle 10. However, on toll roads, especially expressways, the difference in distance traveled depending on the route is relatively large. Therefore, even if the distance traveled obtained from the entrance odometer value and exit odometer value is only an approximate value, it is sufficient for practical purposes. In other words, it can be said that the distance traveled measured by the odometer value and the route traveled correspond uniquely.

(effect)
As explained above, in the first embodiment, the entrance toll gate notifies the entrance roadside unit 30 of the odometer reading of a passing vehicle, and the exit toll gate notifies the exit roadside unit 40 of the odometer reading of the vehicle. Then, an approximate value of the travel distance on the toll road is calculated from the difference between the two readings, the travel route is estimated from the approximate travel distance, and further, charging is performed based on the estimated route.

Specifically, a vehicle 10 using a toll road communicates wirelessly with the toll collection system at the entrance toll gate, transmitting its own vehicle information (model, license plate number, etc.) and IC card information (number, expiration date, etc.). At this time, in addition to this information, the vehicle's odometer reading as it passes through the entrance toll gate is also transmitted to the entrance roadside unit 30. Similarly, at the exit, the vehicle's odometer reading as it passes through the exit toll gate is transmitted to the exit roadside unit 40.

Common methods for route estimation include mapping from GPS location information, and estimating routes from wireless communication records, such as those from free-flow ETCs and ETC 2.0 (ITS spots) installed on the roadside along each route. However, accuracy with GPS and other systems is an issue in tunnels and urban areas, and route estimation using wireless communication can sometimes fail due to factors such as the propagation environment, resulting in a lack of vehicle route information.

As a workaround, in the first embodiment, the vehicle's odometer readings at the entrance and exit are notified to the toll central device, and the difference between the two readings is used to calculate an approximate distance traveled on the toll road. The route to be traveled is then estimated from this approximate distance, and charging is performed based on the estimated route. For example, a table correlating distance with route is prepared in advance, and the route with the closest distance is read from the table and used as the determination result. Since there are only a limited number of routes to travel on toll roads (particularly expressways), toll calculations can be simplified by having a table of expected routes at each toll gate prepared in advance.

Therefore, according to the first embodiment, even if wireless communication with the road-vehicle information device fails and the driving route cannot be acquired, the vehicle's driving route can be reliably determined. Furthermore, even if wireless communication is successful and the route is determined correctly, the driving route determined in the first embodiment can be used as backup data (evidence). Furthermore, since there is no need to install antennas on the roadside more than necessary, the introduction costs of the route toll system can be reduced.

As a result, the first embodiment makes it possible to provide a toll collection system, on-board device, and route determination method that can reliably determine a vehicle's driving route and, ultimately, prevent erroneous charges.

Second Embodiment
Next, a toll payment system according to a second embodiment will be described. In the second embodiment, the exit toll gate is of a two-antenna system.
Fig. 11 is a system diagram showing an example of a toll payment system according to the second embodiment. Fig. 11 differs from Fig. 1 in that the exit toll gate is a two-antenna system, but otherwise has the same configuration.

In the first embodiment, the entrance information and the odometer reading at the exit are sent from the exit toll gate to the route determination device 60, and the toll calculation device 70 calculates the toll for the toll-paying vehicle and sends a response to the exit toll gate. This can result in a time lag. ETC at the exit toll gate basically allows vehicles to pass through without stopping. Therefore, due to a time lag, there is a possibility that the toll notification will be sent after the vehicle has passed.

In the second embodiment, the first antenna ANT2 at the exit acquires the entrance information stored on the ETC card inserted in the vehicle-mounted device 11 and the odometer reading at the exit. These are then transmitted to the toll central processing system 50. By the time the vehicle approaches the second antenna ANT3, the toll calculated at the higher level (central) is received, allowing the toll to be notified to the vehicle.

This configuration saves time between the inquiry and the reception of the toll, so even if it takes time to calculate the toll, the toll can be reliably notified to the vehicle. Therefore, according to the second embodiment, in addition to achieving the same effects as the first embodiment, it is possible to provide a toll collection system, on-board device, and route determination method that eliminates the risk of toll notification errors.

[Third embodiment]
Next, a third embodiment will be described. In the third embodiment, a route determination unit is provided at the exit toll gate side. In the first and second embodiments, the route determination device and the toll calculation device are provided in the central device, but in the third embodiment, a route determination unit 42 is provided in the exit roadside device 40.
Fig. 12 is a system diagram showing an example of a toll payment system according to the third embodiment. In Fig. 12, an exit roadside device 40 includes an exit roadside control unit 41 and a route determination unit 42, and stores a toll table 43.
The exit roadside control unit 41 is a semiconductor processor such as a CPU, and controls the exit roadside device 40 in an integrated manner.

The route determination unit 42 determines the driving route of the vehicle 10 based on the entrance odometer reading and exit odometer reading notified by the vehicle 10, and calculates the amount to be charged to the vehicle 10 based on the fee table 43.

Figure 13 shows an example of a toll table 43. The toll table 43 is prepared, for example, for each exit toll gate, and is a table that sets tolls for each entrance toll gate (IC: interchange), exit toll gate (exit IC), vehicle type, and possible driving route (path). The toll table 43 is updated according to the toll road's traffic congestion, the distinction between weekdays and holidays, special days, etc., and is distributed from the toll central processing system 50.

The route determination unit 42 in the exit roadside device 40 determines the vehicle's driving route, and then refers to the current toll table 43 for the determined vehicle's driving route to calculate the amount to be charged.

With this configuration, tolls are calculated locally at the exit toll gate, minimizing the time lag. It also makes it easy to support dynamic pricing. As described above, the third embodiment can also achieve the same effects as the first and second embodiments.

Note that this invention is not limited to the above-described embodiment. For example, instead of querying the route determination device 60 for route information, the route information may be calculated by referencing the management information of the vehicle 10 in question from the vehicle management information periodically sent from the route determination device 60.

Furthermore, in the third embodiment, the toll table 43 is distributed from a central location to the exit toll gates. However, it is also possible to provide information such as the toll rate per distance, i.e., XX yen/km, and have each toll gate create the toll table 43 from the distance rate. This has the effect of reducing communication traffic on the network 100.

While several embodiments have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments may be embodied in a variety of other forms, and various omissions, substitutions, and modifications may be made without departing from the spirit of the invention. These embodiments and their variations are within the scope and spirit of the invention, and are also included in the scope of the invention and its equivalents as set forth in the claims.

10...vehicle, 11...ETC/DSRC on-board device, 11a...storage unit, 11b...device control unit, 11c...external communication control unit, 11d...ETC/DSRC communication control unit, 11e...IC card communication control unit, 11f...CAN communication control unit, 11g...odometer value notification unit, 14...odometer, 15...car navigation system, 20...road-to-vehicle information device, 20A...road-to-vehicle information device, 20B...road-to-vehicle information device, 30...entrance roadside device, 40 ...Exit roadside device, 41...Exit roadside control unit, 42...Route determination unit, 43...Toll table, 50...Toll central processing system, 60...Route determination device, 61...Device control unit, 62...Distance calculation unit, 63...Memory unit, 63a...Vehicle management table, 64...Communication control unit, 70...Toll calculation device, 71...Device control unit, 72...Toll calculation unit, 73...Memory unit, 74...Communication control unit, 100...Network, ANT1, ANT2, ANT3...Antennas.

Claims (7)

A toll collection system comprising a roadside device installed on the roadside of a toll road and a central device capable of communicating with the roadside device via a network,
The roadside device
an acquisition unit that acquires, from an on-board device mounted on the vehicle, information that identifies the vehicle as well as an odometer value that is an indication value of an odometer of the vehicle;
The toll collection system includes:
a route determination unit that calculates a travel distance of the vehicle on a toll road based on an odometer reading acquired from the roadside device, and determines a travel route of the vehicle based on the travel distance;
a toll calculation unit that calculates a toll for the toll road based on the travel route. The roadside device
an entrance roadside device installed at an entrance of a toll road;
an exit roadside device installed at an exit of the toll road;
a road-to-vehicle information device provided on the roadside of the toll road,
The path determination unit
calculating a travel distance of the vehicle on the toll road based on odometer readings acquired from at least the entrance roadside device and the exit roadside device, and determining a travel route of the vehicle based on the travel distance;
The toll collection system according to claim 1. the route determination unit and the fare calculation unit are provided in the central device,
When the entrance roadside device acquires an entrance odometer value, which is an indication value of the odometer at the entrance, from an in-vehicle device installed in the vehicle, the entrance roadside device notifies the central device;
the exit roadside device notifies the central device when it acquires an exit odometer value, which is an indication value of the odometer at the exit, from an in-vehicle device installed in the vehicle;
the route determination unit calculates the travel distance based on the entrance odometer value transmitted from the entrance roadside device and the exit odometer value transmitted from the exit roadside device;
The toll collection system according to claim 2. The exit roadside device is
a first antenna and a second antenna for communicating with an on-board device of a vehicle;
The vehicle information acquired from the vehicle-mounted device via the first antenna is inquired of the central device;
4. The toll collection system according to claim 3, wherein the toll notified from the central device is notified to the vehicle by the second antenna. the route determination unit and the fare calculation unit are provided in the exit roadside device,
The roadside entrance device transmits an entrance odometer value, which is an indication value of the odometer at the entrance, to the in-vehicle device and stores it in the vehicle.
The exit roadside device acquires an exit odometer value, which is an indication value of the odometer at the exit, and the entrance odometer value stored in the vehicle side at the entrance,
the route determination unit calculates the travel distance based on the entrance odometer value and the exit odometer value acquired by the exit roadside device;
The toll collection system according to claim 2. An on-board device for a toll collection system mounted on a vehicle equipped with an odometer,
a storage unit that stores vehicle information related to the vehicle;
a communication unit that wirelessly communicates with a roadside device provided on the roadside;
means for acquiring the odometer reading via a network within the vehicle;
An on-board device for a toll collection system, comprising an odometer value notification unit that notifies the roadside device of the odometer reading in addition to vehicle information when communicating with the roadside device via the communication unit. A route determination method in a toll collection system including a roadside device installed on the roadside of a toll road and a central device capable of communicating with the roadside device via a network, comprising:
a step in which the roadside device acquires, from an in-vehicle device mounted on a vehicle, information identifying the vehicle as well as an odometer value, which is an indication value of an odometer of the vehicle;
a route determination unit provided in the central device or the exit roadside device calculates the travel distance of the vehicle on the toll road based on the odometer reading acquired from the roadside device , and determines the travel route of the vehicle based on the travel distance ;
a toll calculation unit provided in the central device or the exit roadside device calculates a toll for the toll road based on the travel route determined by the route determination unit.