EP2922031B1 - Method and devices for error detection in a toll system - Google Patents

Description

The invention relates to methods and devices for fault detection in a toll system according to the preambles of the independent claims.

Such a toll collection system according to the invention comprises at least one central data processing device and at least one plurality of decentralized data processing devices, each of which (i) is carried by a toll vehicle with which it is associated and (ii) is designed to record travel data that is representative of the traffic of toll sections of a network of toll sections through the toll vehicle and (iii) a decentralized radio communication device at least for sending data to the central data processing device or at least temporarily communication technology is coupled to such, wherein at least one of the data processing devices is formed to recognize by means of a link detection program for processing the Fahrungsungsdaten the pursuit of the respective route sections a _i by the respective vehicle and the ever the respective route sections a _i corresponding track section identifications s _i in the chronological order and / or each associated with a time value of their driving through the respective vehicle to register.

For example, the decentralized data processing device is embodied as a stationary vehicle-mounted vehicle device or as a toll-mountable toll-mounting device in the vehicle or as a mobile radio device with the functions mentioned in the preamble.

An example of a vehicle device is the so-called on-board unit (OBU) of Toll Collect GmbH, with which since 2005 the driving of toll sections in the German motorway network by the respective vehicle in which the OBU is installed, is detected.

In terms of data technology, the assignment of the decentralized data processing device to the vehicle is to be understood in the sense that a data record is present in the toll collection system that comprises a device identifier of the decentralized data processing device (eg an OBU-ID or a mobile phone number) and a vehicle identifier (eg. the vehicle identifier), wherein the device identifier and the vehicle identifier are uniquely linked by the data set in which they are present. Such an initialization record may be in a decentralized data store Data processing device and / or stored in a data memory of the central data processing device.

Typically, the driving data are position data of the vehicle, which is detected by a GNSS receiving device which is included in, or at least temporarily communication-linked, by the decentralized data processing device and is also carried by the vehicle as a result of receiving and processing GNSS data from GNSS data. Signals from satellites of a GNSS (Global Navigation Satellite System), for example, GPS, are provided. Supplemented by means for coupling detection position data of the vehicle can be obtained even with temporarily absent GNSS signal reception.

The route section recognition program according to the invention can be designed to examine the correspondence of the position data with the geographic coordinates of geo-objects, each of which represents a specific route section and in this sense are each linked to a specific route section identifier. The correct correspondence of the position data of the vehicle with such a geo-object interprets the route section recognition program as passing the respective route section and triggers a registration of the relevant route section identifier. This registration can, for example, by storage of the relevant link detection in a dedicated memory area of a decentralized data memory of the decentralized data processing device and / or a central data memory of the central data processing device - assigned to the device identifier and / or vehicle identification of the vehicle in which the driving data were detected, the detection of the the route concerned.

Alternatively or optionally, the driving data may be data transmitted from a roadside equipment (RSE) via short-range DSRC (Dedicated Short-Range Communication) to the distributed data processing device including a DSRC communication device or is coupled to such a communication technology.

The link detection program is designed in this case to interpret the RSE data as link identifications.

The link detection program can be executed by a decentralized processor of the distributed data processing device and / or by a central processor of the central data processing device.

In the first case (decentralized detection), the link detection program can on a Vehicle device implemented or as a so-called APP on a mobile phone. In the second case (central detection), the tracking data is transmitted to the central data processing device for detection by means of the decentralized radio communication device, in particular a long-range mobile radio communication device (for example a GSM / GPRS / UMTS or LTE modem of a mobile radio device).

The detection of traveled route sections involves, in terms of method, the collection of a toll charge for the use of the relevant route section assigned to the vehicle, the vehicle device and / or the user / owner / owner of the vehicle. This survey can be done decentralized by reducing a stored in the decentralized data processing device pre-paid credit or by the central side triggered by the central processing device debiting an account of the user / owner / owner of the vehicle (post-paid payment).

In the course of the consecutive traffic of several toll sections of the toll road network, there is a consecutive registration of the corresponding route section identifications.

The generic toll systems now have the problem of recognizing whether a sequence of consecutively registered route section identifiers has a route section gap in the sense that the sequence lacks a route section identifier or a series of several different route section identifiers which would have registered with a correct function of the toll system Need to become.

In the case of the proper functioning of the toll system, such a leaky sequence of route segment identifiers would correspond to leaving the network of toll sections through the vehicle after driving through a precursor section of said section gap and reentering the network of toll sections through the vehicle Successor route section of the said route section gap, wherein in the network of toll sections the successor route section is not immediately adjacent to the precursor route section, but is separated from him by just the route section or just the series of track sections whose identifiers form the said track section gap. Such a journey then actually takes place in the toll-free road network and should not be monitored with regard to the route traveled in the interest of the user's privacy needs.

In contrast, said gapy sequence may also be the result of a fault in the toll system. This error may be due to the fact that (i) the decentralized data processing device (s) has no representative - because it does not exist or erroneous - driving data (hereinafter referred to as detection error), or (ii) the link detection program is unable to do so possibly imprecise, but correct - track data to detect the passage of a section of track (hereinafter referred to as recognition error). However, this can not be readily ascertained because the user is allowed to assume that the tolling system is operating correctly and, as a rule, does not want his route to be tracked outside the tolled route network.

It is therefore an object of the invention to provide methods and devices with which a reliable distinction can be made between a real (faultless) gap sequence by driving outside the toll road network and a spurious (erroneous) gap sequence when driving within the toll road network without an absolute Position of the vehicle outside the tolled route network should be recorded or used for differentiation.

For this purpose, the method steps of the preamble are provided for the method according to the invention, by means of which (a) at least one gap sequence to be examined, which is comprised of at least one sequence of a plurality of track section identifiers assigned to a specific vehicle and registered consecutively in time, is provided by at least one of the data processing devices wherein the gap sequence to be examined is characterized in that it does not include at least one selected link identifier or at least one selected one of a plurality of different link identifiers on link sections immediately following the link network and includes a precursor link identifier corresponding to the precursor link in the network, the link of the selected link identifier or the first link of the selected series immediately v orangeht, and includes a successor link identifier corresponding to the follower link section immediately following in the network the link of the selected link identifier or the last link of the selected series; (b) for the gap sequence to be examined in the course of at least one first plausibility check by at least one of the data processing devices, it is checked whether at least one first vehicle movement parameter value, which consists of at least one first measured value the vehicle movement, which was detected in the context of the travel data from the decentralized data processing device is formed and has been assigned to the precursor-successor pair of preceding and following track section identifiers of recognized precursor track section and recognized tracker track section, at least a first Rule with respect to at least a first reference parameter value for the precursor-successor pair, which is or was at least temporarily stored in at least one central data memory of the central data processing device, is sufficient; wherein (c) if the first plausibility check yields a positive result, an error signal indicative of a possible error is generated by the inspecting data processing device; and (d) if the first plausibility check yields a negative result, no signal is generated by the examining data processing device or a non-error signal indicative of no error is generated.

Whenever there is talk of a parameter being larger or smaller than a reference parameter, it is meant, unless explicitly stated otherwise, that the value or magnitude of this parameter is greater or less than the value or magnitude of the parameter said reference parameter.

By comparing the decentrally generated vehicle motion parameter value associated with the gap sequence to be examined with the reference parameter value centrally stored with respect to the gap sequence to be examined, it becomes advantageously possible to distinguish between a real, real and error-free gap sequence and a spurious, because only apparently apparent, gap sequence. in that the error signal indicates a possible, spurious gap sequence and the missing error signal or the non-error signal indicates a true gap sequence.

From the publication EP 1 659 550 A2 It is known to examine gap sequences for detection errors by taking the vehicle movement parameter of the time difference, which is obtained from a first measurement of the time of exit from the precursor route section and a second measurement of the time of entry to the trailer segment, with the reference parameter of the usual journey time is compared to the missing in the gap sequence sections.

The problem is that in the case of intentional breaks (rest or refueling stop) or forced breaks (congestion or breakdown) on unrecognized sections of the toll route network, the actual journey time deviates significantly from the usual journey time, so that in the case of breaks spurious gap sequences with the the published patent EP 1 659 550 A2 known methods can no longer or at least not reliably detected.

In addition, there may be shortcut routes in the toll-free route network to the unrecognized route section or unrecognized route sections, which have a shorter route between the exit from the precursor route section and the entrance to the trailer section than the route in the tolled route network. These shortcut routes may cover the vehicle within a time difference corresponding to the usual journey time on the missing link segments in the gap sequence. In these cases the duration of the journey is a sufficient decision criterion with regard to the distinction between real and spurious gap sequences.
The same applies to a vehicle movement parameter of the distance which has been obtained from a first route value as the first measurement value associated with the precursor route segment identifier (s _m-1 ) and at least one second route value as a second measurement value associated with the successor route segment identifier If the distance covered in the toll-free route network corresponds to the reference distance, it is not possible to decide in favor of a real or spurious sequence of gaps.

The object of the invention is to propose a method and devices with which faulty gap sequences can be detected even more reliably and for a wider range of alternative routes in the toll-free route network.

This object is achieved by a method according to claim 1 and devices according to claims 11 and 13. The independent, belonging to the same category of claims product claims on the inventive devices provide alternative embodiments of facilities for carrying out essential steps of the inventive method, which is characterized by their Character, once mobile (read: decentralized) and once stationary (read: central) differ.
Preferred embodiments are subject of the dependent claims and are mentioned in the description. The features and advantages referred to a category and its various embodiments always apply as transferable to the respective other embodiments and other categories, insofar as this is technically possible without contradiction.

The method according to the invention is characterized in that the first vehicle movement parameter is at least one travel direction angle _{information that} is dependent on a first angle value (θ _{mn, 1} ; Δθ _{mn, 1} ) as the first measurement value, and at least one second angle value (θ _{mn, 2} ; Δθ _{mn, 2} ) as a second measurement, which is also the precursor-successor pair precursor and follower link identifiers (s _m-1, s _{m + 1} or s _{n + 1} ) of recognized precursor link (a _m-1 ) and recognized follower link (a _{m + 1} or a _{n + 1} ) wherein the first reference parameter is at least one reference heading angle information and the first rule is the coincidence of at least the turn angle information value with the reference turn angle information value within a predetermined maximum allowable deviation of the turn angle information value from the reference turn angle information value.

Since traveling direction angle information generated in the course of travel depends to no or only a small degree on the influences causing the travel time to be extended by pauses, with vehicle movement parameters of the heading angle information and the reference turning angle information value which preferably corresponds to the turning angle information value of one of the travel on the link sections form the gap, created an independent decision criterion for the detection of spurious gap sequences.

Only in the case where there are routes in the toll-free route network, whose driving direction angle information values correspond to the reference driving-direction angle information value, a supplementary check, for example by means of a second vehicle movement parameter and a second reference parameter, must take place. For the supplementary examination, the travel time, which is greater on routes whose direction-of-orientation information values are the reference driving-route angle information value than in the toll-capable route network, is again suitable. Alternatively or optionally, the additional test offers the distance traveled by the vehicle on a route between the predecessor and successor sections, and which is generally greater in the toll-free route network than in the toll route network. Advantageously, no position data of the vehicle must be detected on its journey in the toll-free road network, processed or even transmitted to the central data processing device.

The data protection requirement of the drivers who are not potentially liable to pay tolls is taken into account in particular by virtue of the fact that only such a first measured value is used to determine the first vehicle movement parameter which was detected in connection with the recognition of the passage of a toll-liable forerunner section and such a second measured value into the determination of the first vehicle movement parameter detected in connection with the recognition of the passage of a toll road segment. On the other hand, however, privacy-oriented data can also be accessed from toll-free Road network as long as they contain only absolute heading angle data and / or relative heading angle change data and no absolute position data. Relative heading angle change data may be provided by measurements of a gyroscope and / or an acceleration sensor that detects the acceleration perpendicular to the direction of travel. In addition, speed values of the speedometer or GNSS receiver and / or time values of a timepiece can also be detected, with only heading angle change values being collected and used to form the heading angle information to which a limit speed exceeding a heading angle measurement and / or heading angle change measurement with sufficient accuracy has been exceeded , For example, limit speeds between 10 km / h (standstill within the measurement accuracy) and 30 km / h, with 50 km / h corresponds to a regular speed limit within built-up areas.
Furthermore, absolute position values of a GNSS receiver can also be detected at two angular values recorded at a constant time interval (of one minute, for example), whereby only the angle values are stored and used to form the travel direction angle information which is detected in a spatial distance determined from the distance values which exceeds a minimum distance (for example 100 meters). This maneuvering maneuver can be excluded from a contribution to the range of angle values.
Moreover, angle values (heading angle values and / or heading angle change values) exceeding a predetermined maximum cruising angle change value (of, for example, 135 degrees) over a predetermined limited travel distance (pitch) and / or a predetermined travel duration (time interval) may be excluded from contribution to formation of the heading angle information , Thus the contribution of turning maneuvers to the spectrum of angle values can be excluded.

Angular values may in particular be heading angle change values of heading changes occurring between two locations and / or between two times. Depending on the direction of rotation change direction, they can assume positive values (change in direction of travel clockwise) or negative values (change of direction of travel in the counterclockwise direction). Angular values may also be absolute (amount) heading angle change values of heading changes that occur between two locations or between two times that are independent of the heading angle change direction.
Further, angle values may also be formed by heading angles that correspond to the direction in which the vehicle travels between two locations and / or two times. For the main meandering directions, the heading angles assume values of 0 ° (north), 90 ° (east), 180 ° (south), and 270 ° (west).

By using at least one heading angle information derived from the measured angle values, a characteristic of the traveled vehicle's trajectory may be compared with a reference feature of the course of the gap sequence, wherein the consistency or sufficient similarity of the trajectory trajectory with the reference feature suggests a spurious gap sequence to detect.

By using a plurality of heading angle information derived from the measured angle values, a plurality of characteristic features of the traveled course of the vehicle can be compared with reference features of the course of the gap sequence, first matching or sufficient similarity of all trajectory characteristics with the corresponding reference features suggests a spurious gap sequence to detect.

Advantageously, heading angle information provides a variety of distinguishing features that significantly outnumber the distance information and timing information and take fewer exceptions into account (ride on the toll-free route network is the same distance as on the toll route network, travel on the toll route network takes a break, congestion or slow-moving traffic longer than the fastest journey in the toll-free route network).

From the measured angle values, a large number of different travel direction angle information can be derived which, by comparison with the corresponding reference travel direction angle information, enables a reliable distinction between genuine and spurious gap sequences.

For example, provision may be made for the first angle value and the second angle value to be travel direction angle change values of a plurality of measured, in particular absolute, heading angle change values, the heading angle information i) a heading angle change sum of the measured, in particular absolute, heading angle change values or ii) turn angle value of the measured, in particular absolute, Heading angle change values and the reference heading angle information in case i) is a reference heading angle change sum and in case ii) a reference turning angle changing mean value.

This can be advantageously distinguished between a typical low-curve route in the toll route network and a typically winding route in toll-free route network.

Alternatively, it may be provided that the first angle value and the second angle value are respective travel angle values of a plurality of measured heading angles, the heading angle information comprises at least one heading average of at least one selected travel direction angle value, and the reference heading angle information comprises at least one reference cruise angle average.
This can be advantageously distinguished between different directions of the course of a route in the toll route network and alternative routes in toll-free route network.
Since all alternative routes have the same starting point (exit at the end of the preceding section) and end point (entry at the beginning of the successor section), a single average, which is a flat rate of all the driving direction angle values occurring along the entire alternative route, may not be sufficiently differentiated between a certain route in the toll network and any alternative route in the toll-free network.
For this case, it is proposed to form a plurality of average values of section-by-section detected driving-angle direction values, which respectively represent a selection of all detected driving-angle direction values, and to compare these average values with corresponding reference averages of the relevant predecessor-successor pair of road sections. For example, the heading angle information may include a first average of heading angles detected on a first leg of predetermined length and a second average of heading angles detected on a second leg of predetermined length. The reference travel direction angle information correspondingly comprises a first and a second reference average values. Only when the first mean value with the first reference mean value and the second mean value with the second reference mean value are sufficiently matched is it concluded that there is a spurious gap sequence, that is to say the unrecognized use of the gap sequence.

Alternatively, it may be provided that the first angle value and the second angle value are respectively travel direction angle change values of a plurality of measured turn angle values or respective turn angle values of a plurality of measured ones Turning angle values are travel direction angle information exceeding a determination number i) at a predetermined first limit travel angle change or ii) at a predetermined range between a first limit travel angle change and a second limit travel angle change travel direction angle changes derived from a predetermined consideration number of a plurality of successive angle values, and the reference heading angle information is a reference determination number for headway angle variations exceeding i) a predetermined first limit heading angle variation and ii) a predetermined range between a first limit head angle change and a second limit head angle change.
A heading angle information in the form of such a determination number takes into account the observation that routes in the toll-free network frequently include narrow, ie small-scale, bends, than the routes of the toll network, which are characterized by wide, ie, small-angle, long-distance bends are. For example, with a small number of entries of three consecutive angle values spaced 100 m apart, the curve to be detected is limited to a length of 200 m. Exceeds on this length, the distance traveled a direction of travel angle change, for example, 30 °, this curve is added to the determination number. An upper limit of the second Grenzfahrtwinkelveränderung of 135 °, for example, makes it possible to exclude maneuvering or turning maneuvers at gas stations, rest areas or departures from the toll network with re-entry into the toll network under direction of change or direction of the acquisition.

Alternatively, it may be provided that the first angle value and the second angle value are each turn angle values of a plurality of measured turn angle values, the turn angle information is a determination number of turn angle values within a predetermined range between a first limit turn angle value and a second limit turn angle value, and the reference turn angle information is a reference determination number for in is a predetermined range between a first Grenzfahrtrichtungswinkelveränderung and a second Grenzfahrtrichtungswinkelveränderung lying Fahrtrichtungswinkelveränderungen.
With this embodiment, on the one hand, evidence of driving direction angles can be counted whose values correspond to those of driving on the gap sequence and, on the other hand, count proofs of driving direction angles whose values do not correspond to driving on the gap sequence. For example, leads a gap sequence over a highway first north and then over On the other side of the motorway, on the other side of the motorway, driving directions could be counted which are a) between 350 ° and 10 ° (north), b) between 80 ° and 100 ° (east) and c) between 30 ° and 60 ° (Northeast direction) lie. For example, a ratio of the number of findings from a) and b) to c) each greater than 10 and a determination number below c) of less than 5 would be decisive for a journey on the gap sequence.

Alternatively, it may be provided that the first angle value and the second angle value are respective turn angle values of a plurality of measured turn angle values and / or turn angles of a plurality of measured turn angles, the turn angle information at least one angle width, and / or at least one angle centroid of at least one accumulation of travel directions of the spectrum in directions of travel derived at least from a selection of a plurality of the plurality of measured heading angle change values and / or measured heading angles, and the reference heading angle information comprises at least one reference angle width and / or at least one reference angle centroid.
With such heading angle information constituted by characteristic features of a heading angular change spectrum and / or a heading angle spectrum, a wide spread of heading angle change values and / or heading angles can be advantageously attributed to a ride in the winding toll-free route network and a small dispersion of heading angle change values and / or heading angles in a cruise toll network, in particular the gap sequence. If the gap sequence has characteristic features, in particular in the direction of travel angle spectrum, then these characteristic features can be identified by corresponding reference angle widths around prominent accumulations of driving direction angles about reference angle centers of gravity.
The gap sequence of the previous example is characterized by reference centroids around 0 ° (North) and 90 ° (East) and a FWHM (Full Width at Half Maximum) of 10 ° at both reference angles. For example, if the heading angle information in the heading angle spectrum of heading angles measured at a distance of 100 meters or 10 seconds has angular centers at 357 ° and 91 ° and angle widths of 7 ° and 8 °, the comparison with the reference values will give a sufficient match and, as a result, the identification of the cruise a gap sequence.

All of the foregoing embodiments may also be combined by making the first plausibility check satisfying several rules regarding different ones Travel direction angle information includes. It can thus be provided that in the course of the first plausibility check a) a check on the fulfillment of the first rule regarding the coincidence of a first turn angle information value with a first reference turn angle information value within a predetermined, maximum allowable deviation of the first turn angle information value from the first reference turn angle information value with respect to a a first one of the aforementioned heading angle information is performed, and b) a check for satisfying at least a second rule regarding the coincidence of a second turn angle information value with a second reference turn angle information value within a predetermined maximum allowable deviation of the second turn angle information value from the second reference turn angle information value with respect to a second one of the aforementioned Driving direction angle information success gt.

Embodiments of the invention - both of the method according to the invention and of the devices according to the invention - make it possible to assign the occurrence of a spurious gap sequence to a specific type of error. First of all, software errors must be distinguished from hardware errors as the error type.

Software errors are that the current road network has not been correctly translated into data that (a) serves to detect the passage of a missing link in the gap sequence or (b) serve to detect an alternative route in the toll-free road network. The first error (a) constitutes a recognition error in the link detection program which results in erroneous non-recognition of a toll section actually traveled; the second error (a) forms a reference error of the reference parameter value (reference parameter error), which relates to the different characteristics of toll-based and toll-free alternative routes and leads to the non-recognition of the driving of a possible alternative route in the toll-free road network. Unless the current road network differs from the well-known road network based on which the data was created for detection (this is also referred to as "modeling"), software errors usually do not remain due to extensive testing prior to using that data. However, if a change occurs in the road network resulting in an update state of a - henceforth partially unknown - road network that differs from the modeling state of the - previously known - road network, then software errors can occur if the changes in the road network are so blatant that they are affect the recognition and lead to a different recognition result. Formerly error-free software becomes defective software as a result of a change in the road network.

Such software errors must be differentiated from the hardware errors that lead to the route section recognition program being supplied with erroneous or missing track data and thus not being able to correctly detect the passage of a toll section. These hardware errors to be classified as actual detection errors may be due to the temporary failure of the reception of GNSS signals or the temporary failure of the GNSS receiving device or the lack of reception of supplementary signals from an odometer or a gyroscope for coupling detection. If such errors occur several times in a decentralized data processing device, the defect is to be assumed, ie a hardware error, of the decentralized data processing device.

In order to distinguish the software errors from hardware errors and the recognition errors from reference errors, the invention provides for a further and a plurality of further plausibility checks. These will be referred to below. Preferred embodiments of the method according to the invention are characterized in that the at least first vehicle movement parameter value has been assigned by the data processing device to the precursor-successor pair of link identifiers of recognized link sections which provided the gap sequence to be examined. This ensures a reliable linkage of the vehicle movement parameter value with the gap sequence to be examined.
In the case of decentralized detection, the first vehicle movement parameter value can be transmitted together with the gap sequence by means of the decentralized radio communication device to the central data processing device.
Alternatively, it is possible to transmit from the decentralized data processing device individual route section identifiers or groups of individual route section identifiers linked to the first measured value of the vehicle movement by means of the decentralized radio communication device to the central data processing device. By means of the central data processing device, the individual route section identifiers or groups of route section identifiers are subsequently combined vehicle-specifically into a sequence of route section identifiers and, in the case of an existing gap, such a sequence is identified as a gap sequence. For the precursor-follower pair of link identifiers included in this gap sequence, the vehicle motion parameter value is formed or derived from the first measured value of the vehicle motion.

Preferably, the provision of the gap sequence to be examined comprises the identification of a sequence of link identifications as a gap sequence. Here are one or several sequences of link identifiers by the decentralized and / or central data processing device for the presence of a possible gap analyzed.

In such an analysis, each pair of immediately consecutively registered link identifiers (forerunner-follower pair) is compared for agreement with a representation of the network of toll sections - for example, as a graph. The network of toll road sections, for example, a motorway network, namely mathematically can be represented as a graph with the ascents and descents as nodes and the sections as edges. If such a pair of link sections represented by nodes and / or edges is found in the representation of the graph, then there is no gap sequence with this pair; if this pair is missing, it represents a gap sequence. Representations of the graph may be present as an adjacency matrix (neighborhood matrix) or as an incidence matrix (node-edge matrix). Alternatively, a comparison may be made with a gap matrix in the form of a table having precursor link identifiers as column values and successor link identifiers as row values representing a selected link identifier or a selected series of cell data for a plurality of combinations of precursor-follower pairs of link identifiers in their cells includes a plurality of different link identifications in cases where the precursor-successor pair of link identifiers includes a gap formed by the selected link identifier or the selected series of a plurality of different link identifiers, and in the cases where the gap matrix does not include a link identifier, the precursor Successor pair of link identifiers is gap-free, that is: corresponds to a pair of link identifiers whose sections in the road network direktb Ar connect to each other.

In the case of central detection, the central data processing device receives travel data, to each of which a first measured value is assigned, together with these first measured values, which were detected by the decentralized data processing device and sent by the decentralized radio communication device. From the driving data, the central data processing device recognizes the traveled sections of the route by means of the route section recognition program and forms a sequence of traveled route sections from the associated route segment identifiers. At least in the event of a gap of link sections in this sequence, the central data processing device determines the vehicle motion parameter value from the first measured value or a plurality of first measured values, which maps them to the sequence-included precursor-successor pair of link identifiers.

Preferred embodiments of the method according to the invention are characterized in that at least the first reference parameter value is a reference parameter value of a plurality of reference parameter values suitable for a plurality of combinations of precursor-successor pairs of link identifiers in cells of a reference parameter matrix in the form of a table with precursor link identifiers Column values and successor route segment identifiers are or were at least temporarily stored in at least one central data memory of the central data processing device as line values or vice versa. With such a reference parameter matrix, an efficient assignment of the reference parameter value to be used for the test to the gap sequence to be examined becomes possible. In this case, the original of this reference parameter matrix is preferably stored on the central side. This does not necessarily mean that the audit can only be carried out centrally. The check can alternatively or cumulatively also be carried out on the decentralized side by the decentralized data processing device if the decentralized data processing device has a copy of the reference parameter matrix. For this purpose, a copy of the reference parameter matrix is transmitted wirelessly from the central data processing device to all decentralized data processing devices of the plurality of decentralized data processing devices and preferably received by the respective decentralized radio communication device from the respective decentralized data processing device. In this way, any updates of the reference parameter matrix can be transmitted from the central data processing device to the decentralized data processing devices.

For example, the reference parameter value may correspond to a value of the vehicle motion parameter corresponding to the vehicle movement on a journey outside the toll route network between the precursor route section and the successor route section. On the other hand, the reference parameter value may also correspond to the value of a vehicle movement parameter corresponding to the vehicle movement on a journey within the toll route network between the precursor route section and the successor route section.

The preferred choice of the reference parameter value depends on the reference parameter itself, on the available alternative routes of trips outside the toll route network, and in particular on the first rule whose fulfillment is checked in the first plausibility check.

Thus, for a rule that is consistent with the vehicle motion parameter value with a reference parameter value, the reference parameter value must correspond to that of a vehicle movement on a preferably determined route within the toll route network if the fulfillment of the rule in the plausibility check indicates a possible error in terms of a positive result and, for a rule that is based on a deviation of the vehicle motion parameter value from a reference parameter value, the reference parameter value corresponds to a vehicle movement on a preferably determined route outside the toll route network if the fulfillment of the rule in the plausibility check is a positive result for a possible error should point out, because the lack of recognition of the journey within the toll road network is the mistake that it is necessary to detect.

In embodiments of the method according to the invention, it is provided that in the course of the first plausibility check it is additionally checked whether at least one second vehicle movement parameter value formed or derived from at least one third measured value of the vehicle movement which was acquired by the decentralized data processing device in connection with the travel data and at least one second rule relating to at least one second reference parameter value for the precursor-successor pair at least temporarily in at least one of the precursor-descendant pair of prefetcher and successor link identifiers of recognized precursor link and recognized follower link is stored or has been stored, the second vehicle movement parameter is one of the following parameters: (i) a time difference that depends is of a first time value as the third measured value associated with the precursor link identifier, and at least a second time value as a fourth measured value associated with the successor link identifier; (ii) a distance that is dependent on a first distance value as the third measurement associated with the precursor segment identifier, and at least one second parameter as a fourth reading associated with the successor segment identifier;
(iii) an average fictitious vehicle speed obtained by dividing a reference distance for the precursor-successor pair of link identifiers by the time difference of numeral (i); (iv) a limit speed duration as the sum of partial durations during which the vehicle speed exceeds a limit speed as the third measured value; (v) a limit speed duration ratio obtained by dividing the limit speed duration of Item (iii) was obtained by the time difference of item (i); (vi) a limit speed distance as the sum of partial distances over which the vehicle speed exceeds a limit speed as another measured value; (vii) a limit speed range ratio formed by dividing the limit speed distance of (vi) by the distance of (ii); wherein in each case (i) the second reference parameter is a reference time difference and the second rule is the falling below the reference time difference value by the time difference value; (ii) the first reference parameter is a reference distance and the first rule is the correspondence of the distance value with the reference distance value within a predetermined maximum allowable deviation of the distance value from the reference distance value; (iii) the second reference parameter is a reference speed and the second rule is exceeding the reference speed value by the average fictitious vehicle speed value; (iv) the second reference parameter is a reference limit speed duration and the second rule is the undershooting or exceeding of the reference limit speed duration value by the limit speed duration value; (v) the second reference parameter is a reference limit speed duration ratio and the second rule is the reference limit speed duration ratio value exceeded by the limit speed duration ratio value; (vi) the second reference parameter is a reference limit speed distance and the second rule is the reference limit speed range value exceeded by the limit speed range value; and (vii) the second reference parameter is a reference limit speed ratio and the second rule is exceeding the reference limit speed ratio value by the limit speed ratio value.

Thus, the first plausibility check is carried out by several first partial checks on the satisfaction of values of several different vehicle movement parameters with respect to first partial rules with respect to the values of the several correspondingly different first reference parameters. The first plausibility check in some combinations of plausibility part checks and / or some combinations of forerunner-follower track pair pairs is considered to be completed as error-positive only if all of the part checks end up error-positive. The first plausibility check is then considered to be completed negative-negative if at least one sub-test ends in error-negative. For example, the route of a toll-free route in toll-free road network (of federal, provincial, district and / or local roads) may be shorter than the reference distance of the trip on the toll route in the toll road network (for example, highways), with the shortest journey time on the shortest toll-free route in the Usually the same size as the journey time on the toll route. Thus, erroneously falling short of a reference time difference (also referred to as the reference duration) defined as the shortest journey time is not possible by driving in either of the two networks (in this case, this would be an error-negative result of the first partial test). However, it is possible to deviate from the reference distance by a shorter or longer route in the toll road network (error-negative result of the second partial test). However, in the toll-free road network, there are also routes whose length coincides with the reference distance (error-positive result of the second partial test). For this reason, the reference time for the journey in the toll-free route network is that which corresponds to the time-fastest route in the toll-free road network whose length is equal to the reference distance of the journey in the toll road network. If this reference duration is fallen short of (error-positive result), then this is only possible if the motorway was used with an error-positive result of the distance test (distance corresponds to motorway route). However, since there is the corresponding gap in the gap sequence, this is to be considered as a possible spurious gap sequence and as a possible fault of the toll system. An error-positive result of the time difference test (faster driving) does not in itself lead to an error-positive result of the overall plausibility test, because this indeed (in this case error-free) on a shorter route in the toll-free road network (error-negative result the distance test) can be obtained. Conversely, as already indicated above, an error-positive result of the distance test (distance corresponds to a ride in the toll road network) by itself does not lead to an error-positive result of the plausibility check altogether, because this distance indeed (in this case error-free ) could be covered on a slower route in the toll-free road network.

In other combinations of plausibility sub-checks and / or other combinations of precursor-follower track pair, the first plausibility check is already considered to be completed as error-positive if at least one sub-check ends up fail-positive. The first plausibility check is then considered to be completed negative-negative if all partial checks end in error-negative.

Embodiments of the method according to the invention are characterized in that the testing data processing device is at least one decentralized data processing device, wherein in each case a copy of the reference parameter value is stored in at least one decentralized data memory in each of the decentralized data processing devices, a possible change of the reference parameter value in the central data memory by the central data processing device detected and / or effected, and the central Data processing device is designed to trigger a transmission of the changed reference parameter value to each of the decentralized data processing devices, and wherein at least the error signal of the decentralized data processing device is sent by the decentralized radio communication device to the central data processing device.

This creates an efficient and reliable option for carrying out the first plausibility check according to the invention in a decentralized data processing device. Advantageously, the reference parameter values that are used by the decentralized data processing device for the first plausibility check are always up to date because changed reference parameter values are distributed by the central data processing device to the decentralized data processing devices.

An advantageous further development of this embodiment, which provides for the implementation of the first plausibility check by the decentralized data processing device, is that together with the error signal or as an error signal, the first vehicle movement parameter and the relevant precursor-successor pair of route section identifiers by means of the decentralized radio -Communikationseinrichtung is transmitted to the central data processing device and the central data processing device is configured to count error signals that it receives to the respective precursor-successor pair of link identifiers in at least a predetermined time interval, and the number of errors of the counted error signals or an error quotient formed from the number of errors of the counted error signals and the total number of sequences comprising the respective precursor-successor pair of link identifiers, and the d the central data processing system has received in the predetermined time interval from the plurality of decentralized data processing devices, (e) subject to a second plausibility check, with which it is checked whether the number of errors of the error signals exceeds a predetermined first reference error number or the error quotient exceeds a predetermined first reference error quotient; wherein (f) if the second plausibility check yields a positive result, the central data processing device generates a software error signal indicative of a potential software error; and (g) if the second plausibility check produces a negative result, the central data processing device generates a hardware error signal indicative of a possible detection error in the detection of the drive data by the remote data processing device from which the drive data originated investigated on the basis of the gap sequence.

The sequences comprising the respective precursor-successor pair of link identifiers may be sequences that include, without gaps, the selected link identifier or the selected series of multiple link identifiers and / or sequences containing the selected link identifier or series multiple link identifiers - patchy - do not include, both with or without error message.

Preferably, the time interval is in the range of one hour to one month.

Preferably, the first reference error number is in the range of 3 to 10 for the time interval of one hour to 100 to 10,000 for the time interval of one month. In essence, this value depends on the average traffic density on the legs of the gap sequence.

Preferably, the first reference error quotient is in the range of 0.001% to 10%. It is more preferably in the range of 0.01% to 1%. In many cases, a reference error quotient of 0.1% or approximately 0.1% is used.

This inventive solution makes use of the knowledge of the inventors that with a high quality of the hardware of the decentralized devices for the acquisition and processing of the travel data and with a high quality of the software of the link detection program and the reference parameter values rarely occurring gap sequences must be due to a hardware error, while frequently occurring gap sequences must be due to a change in the road network, the software is at least partially unusable with respect to this change and requires updating to be error-free again.

The detection error signal may be sent from the central data processing device in which it was generated to the relevant remote data processing device in the form of a detection error code, received by the decentralized data processing device, and the error in the form of a warning signal by means of an optical signal Display device of the decentralized data processing device, for example in the form of an LED, are brought from the decentralized data processing device for display.

Alternatively or optionally, an indication text on an optical display device can already inform the user when a detection error occurs for the first time or only after multiple occurrence of a detection error that he has to exchange the decentralized data processing device within a certain period of time. In this case, the decentralized data processing device be configured to switch to a passive mode at the end of this period, in which the decentralized data processing device omits the detection of driving data and / or the detection of sections.

With the second plausibility check, the error detection method according to the invention can be completed, wherein it is the expertise of an administrator responsible in the wake of the software error signal to determine on the basis of further analysis, if the software error is a recognition error or a reference parameter error ,

• Wenn (i) die dritte Plausibilitätsprüfung ein positives Ergebnis erbringt, wird durch die zentrale Datenverarbeitungseinrichtung ein Erkennungs-Fehler-Signal erzeugt, das auf einen tatsächlichen Erkennungsfehler des Streckenabschnittserkennungsprogramms hinweist.
• Wenn (j) die dritte Plausibilitätsprüfung ein negatives Ergebnis erbringt, erzeugt die zentrale Datenverarbeitungseinrichtung ein Referenz-Fehler-Signal, das auf einen tatsächlichen Referenzfehler des Referenzparameterwertes hinweist.

However, this is not mandatory. With a (h) third plausibility check, in which it is checked whether the number of errors of the error signals exceeds a predetermined second reference error number which is greater than the first reference error number, or the error quotient exceeds a predetermined second reference error quotient, which is greater than the first reference error quotient , Finally, can be determined by the central data processing device, whether a recognition error or a reference parameter error is present:

• If (i) the third plausibility check yields a positive result, the central data processing device generates a recognition error signal indicative of an actual recognition error of the link detection program.
• If (j) the third plausibility check yields a negative result, the central data processing device generates a reference error signal indicative of an actual reference error of the reference parameter value.

Preferably, the second reference error number is in the range of 10 to 1000 for the time interval of one hour to 10,000 to 1,000,000 for the time interval of one month. In essence, this value depends on the average traffic density on the legs of the gap sequence.

Preferably, the second reference error ratio is in the range of 10% to 99%. More preferably, it is in the range of 30% to 90%. In many cases, a reference error ratio of 50% or approximately 50% is used.

It is understood that the detection error signal, the reference error signal and the detection error signal can already be obtained in the second plausibility check, if this is changed to the error number and / or the Error quotient to be checked for exceeding the first and the second reference value: Is an error value

(Error number or error quotient) below the first reference value (first reference error number or first reference error quotient), a detection error signal is generated; if there is an error value between that of the first reference value and the second reference value (second reference error number or second reference error quotient), then a reference error signal is generated; if an error value is above the second reference value, a recognition error signal is generated;

As an alternative or supplement to the decentralized first plausibility check, an embodiment of the method according to the invention may be characterized in that the central data processing device is the central data processing device, wherein the central data processing device includes travel data and / or at least one sequence of several consecutively registered route section identifiers together with at least the first measured value and / or at least the first vehicle motion parameter value from the remote data processing device.

This creates a procedure for carrying out a central first plausibility check.

Regardless of whether the first plausibility check is carried out decentrally or centrally, provision may be made for the method according to the invention to receive from the plurality of decentralized data processing devices a set of sequences each of a plurality of consecutively registered route section identifiers or drive data, from which the central data processing device obtains the set of said sequences by means of the route section recognition program, and for at least one selected line section identifier or at least one selected series of multiple link identifiers on the link network immediately following track sections by the central data processing device (i) that set of selected sequences from the set of received ones Sequences are determined which are a precursor Streckenabsch identity identifier corresponding to the precursor link section immediately preceding in the network the link section of the selected link identifier or the first link section of the selected series, and containing a follower link identifier corresponding to the follower link section in the network to the link section of the selected link identifier or immediately following the last leg of the selected series, and (ii) determining the set of selected extraordinary void sequences from the set of selected sequences that do not include the selected leg identifier or the selected series of leg specifiers and the error signal in the first plausibility check, further wherein an extraordinary gap quotient is formed from the number of selected extraordinary gap sequences of the set of selected extraordinary gap sequences and the number of selected sequences of the set of selected sequences, and wherein (e) if the first plausibility check is a positive one Provides result, is checked in the course of a second plausibility check by one of the data processing facilities, whether the extraordinary gap quotient exceeds at least a first reference gap quotient; (f) if the second plausibility check gives a positive result, a software error signal indicative of a potential software error is generated by the inspecting data processing device; (g) if the second plausibility check gives a negative result, a hardware error signal is generated by the inspecting data processing device indicative of a possible detection error with respect to the detection of the drive data by the remote data processing device from which the drive data originated from Gap sequence were based.

In this case, the selected extraordinary gap sequences which have triggered the error signal in the first plausibility check are preferably identified in a data record which includes the gap sequence by a corresponding error code in the data record.

It is understood that in the less preferred case where the remote data processing device performs the second plausibility check, the number of selected sequences and the number of selected gap sequences or the gap quotient itself is to be transmitted from the central data processing device to the remote data processing device via a mobile network -, wherein the decentralized data processing device is adapted to receive the number of selected sequences and the number of selected gap sequences or the gap quotient itself by means of the decentralized radio communication device. Preferably, the distributed data processing device receives regularly (eg once a day or once a week) or on certain occasions (eg turning on the decentralized data processing device) a plurality of respective current gap quotients, which are suitable for a multiplicity of combinations of precursor successors Pairs of link identifiers in cells of a gap quotient matrix in the form of a table with precursor link identifiers as column values s _i and successor link identifiers s _j as row values, or vice versa. Thus, the distributed data processing device is enabled, for each to be examined Gap sequence, which was registered by her, very quickly make a statement on a corresponding error.

However, to avoid a high data volume in the communication, the second plausibility check is preferably carried out by the central data processing device.

Preferably, the first reference gap quotient is greater than 0.001% and less than 10%. It is more preferably in the range of 0.01% to 1%. In many cases, a reference gap quotient of 0.1% or approximately 0.1% is used.

Preferably, a gap quotient is only formed and the second plausibility check is performed only if the number of selected sequences is not less than a predetermined minimum number and not greater than a predetermined maximum number. Preferably, the predetermined minimum number is equal to 100 and the predetermined maximum number is equal to 1,000,000. On the one hand, this achieves a sufficient statistical significance of the gap quotient and, on the other hand, sufficient sensitivity to quickly ascertain an increase in the gap quotient.

Preferably, gap quotients are formed multiple times within a period of time in which the number of selected sequences increases. This always provides a current value of the gap quotient.

Preferably, when adding newly acquired sequences to the set of selected sequences, those sequences which are the oldest are removed from the set of selected sequences. Thus, the timeliness of the gap quotient is further increased and the sensitivity to determine an increase in the gap quotient is increased, so that such an increase can be detected even faster.

The detection error signal can be sent to the relevant decentralized data processing device at the first occurrence of a detection error or only after multiple occurrence of a detection error from the central data processing device in which it was generated in the form of a detection error code, from the decentralized Data processing means are received and the error in the form of a warning signal by means of an optical display device of the decentralized data processing device, for example in the form of an LED, are brought from the decentralized data processing device for display. Alternatively or optionally, when a detection error occurs for the first time or only after multiple occurrence of a detection error, a text message on an optical display device to inform the user that he has to exchange the decentralized data processing device within a certain period of time. In this case, the decentralized data processing device can be configured to switch to a passive mode after expiry of this deadline, in which the decentralized data processing device omits the detection of driving data and / or the recognition of sections.

The repeated occurrence of a detection error can be detected on the central or decentralized side, in which the decentralized data processing device accumulates the number of acquisition error messages and / or the central data processing device collects the acquisition errors associated with the identifier of the decentralized data processing device.

In this sense, only the repeated occurrence of a possible detection error can cause the central or decentralized data processing device to determine that the possible detection errors are an actual detection error of said decentralized data processing device.

With the second plausibility check, the error detection method according to the invention can be completed, wherein it is the expertise of an administrator responsible in the wake of the software error signal to determine on the basis of further analysis, if the software error is a recognition error or a reference parameter error ,

Alternatively, the inventive error detection method with the second plausibility check can also be completed because the central data processing device interprets the software error signal exclusively or only for certain gap sequences exclusively without reference either exclusively as a reference error or as a recognition error.

• Wenn (i) die dritte Plausibilitätsprüfung ein positives Ergebnis erbringt, wird durch die zentrale Datenverarbeitungseinrichtung ein Erkennungs-Fehler-Signal erzeugt, das auf einen tatsächlichen Erkennungsfehler des Streckenabschnittserkennungsprogramms hinweist.
• Wenn (j) die dritte Plausibilitätsprüfung ein negatives Ergebnis erbringt, erzeugt die zentrale Datenverarbeitungseinrichtung bei positivem Ergebnis der zweiten Plausibilitätsprüfung ein Referenz-Fehler-Signal, das auf einen tatsächlichen Referenzfehler des Referenzparameterwertes hinweist.

However, neither variant is mandatory. With a (h) third plausibility check, in which it is preferably checked by the central data processing device whether the gap quotient exceeds a predetermined second reference gap quotient which is greater than the first reference gap quotient, it can finally be determined whether a recognition error or a reference parameter error exists:

• If (i) the third plausibility check yields a positive result, the central data processing device generates a recognition error signal indicative of an actual recognition error of the link detection program.
• If (j) the third plausibility check yields a negative result, if the result of the second plausibility check is positive, the central data processing device generates a reference error signal which indicates an actual reference error of the reference parameter value.

Preferably, the second reference gap quotient is in the range of 10% to 99%. More preferably, it is in the range of 30% to 90%. In many cases, a reference gap quotient of 50% or approximately 50% is used.

It is understood that the detection error signal, the reference error signal and the detection error signal can be obtained already in the second plausibility check, if this is changed so that the gap quotient with the exceeding of the If the value of the gap quotient lies below the value of the first reference gap quotient, a detection error signal is generated; if the value of the gap quotient lies between the value of the first reference gap quotient and the value of the second reference gap quotient, then a reference error signal is generated; if the value of the gap quotient lies above the value of the second reference gap quotient, a detection error signal is generated.

Essential to the invention for the recognition of either a reference error or a recognition error is generally the fact that the second plausibility check alone or in combination with the third plausibility check triggers a reference error signal or a recognition error signal.

Such an error signal can consist of comprising in a data record which includes an identifier of the decentralized data processing device and / or an identification of the vehicle to which the decentralized data processing device is assigned, and the route section identifiers of the gap sequence and at least the value of the vehicle movement parameter assigned to the gap sequence error bit representing the respective error is set from a non-error state (eg, zero) to an error state (eg, one). Alternatively or optionally, such an error signal in the optical display (LED, text of an error message) consist of a display device.

Preferably, in the method according to the invention in which, as a result of the second plausibility check (this includes a possible third plausibility check), a reference error is determined or a reference error signal is triggered by the central data processing device, the faulty reference parameter value in the central one is processed by the central data processing device Data memory through a changed reference parameter value which deviates so far from the erroneous reference parameter that the first vehicle motion parameter value with respect to which the first plausibility check provided a positive result would produce a negative result in a renewed first plausibility check according to the first rule with respect to the changed reference parameter value.

Preferably, the changed reference parameter value is formed by a reference parameter determination program executed by the central data processing device, which includes a plurality of vehicle motion parameters of different vehicles or different distributed data processing devices of the set of selected gap sequences.

Preferably, those vehicle movement parameters whose values correspond to the first rule for determining an error (that is, those values of vehicle movement parameters which have led to a positive result of the first plausibility check) are grouped together by the reference parameter determination program, unless they are averaged by these or a selection of these vehicle movement parameters differ by more than a predetermined amount or proportion. The selection may indicate a predetermined number (for example, three or more than three or, for example, one hundred or less than one hundred) of those values of said vehicle motion parameters that are closest to each other. Subsequently, by means of the central reference parameter determination program from this group the relevant vehicle parameter value is selected which deviates furthest from this mean value as well as furthest from the erroneous reference parameter value, and the erroneous reference parameter value is replaced by the relevant vehicle parameter value to form the changed reference parameter value.

A device according to the invention is provided, for example, by a decentralized data processing device of a toll system, which comprises at least one central data processing device, wherein the decentralized data processing device is provided for entrainment in a toll vehicle to which it is assigned, and is designed to record travel data that is representative of the traffic of toll sections of a network of toll sections by the toll vehicle, and a decentralized radio communication device at least for sending data to the central data processing device or at least temporarily communication technology is coupled to such, wherein the decentralized data processing device is set up by means of at least a processor Executing route section recognition program for processing the drive data with the result of detecting the vehicle's passage of the respective route sections, and registering route section identifiers corresponding to the respective route sections in chronological order and / or in association with a time value of their vehicle travel in a data memory; wherein the decentralized data processing device is arranged to (a) provide at least one gap sequence to be examined each of a plurality of track segment identifiers associated with the toll vehicle, said gap sequence being characterized by comprising at least one selected link identifier or at least one selected series of multiple different Streckenabschnittskennungen to the Streckenabschnittsnetz immediately consecutive sections does not contain t and a precursor link identifier corresponding to the precursor link immediately preceding in the network the link of the selected link identifier or the first link of the selected series and containing a follower link identifier corresponding to the child link in the network immediately following the link of the selected link identifier or the last link of the selected series; (b) for the gap sequence to be examined in the course of at least a first plausibility check, to check whether at least one first vehicle movement parameter value formed or derived from at least one first measured value of the vehicle movement which was acquired by the decentralized data processing device in connection with the travel data; the at least one first rule relating to at least a first reference parameter value for the precursor-successor pair of link identifiers, at least temporarily in at least one decentralized data store of the decentralized Data processing device is stored or was sufficient; (c) if the first plausibility check gives a positive result, in an error message to send the first vehicle movement parameter and the respective forerunner pair of route section identifiers to the central data processing device by means of the decentralized radio communication device; and (d) if the first plausibility check yields a negative result, not sending an error message to the central data processing device by the decentralized radio communication device or, in a non-error message, the respective precursor-successor pair of link segment identifiers without the first vehicle motion parameter by means of the decentralized radio communication device to send to the central data processing device; and characterized, the first Vehicle motion parameter is at least one heading angle information that is dependent on a first angle value as a first measurement, and at least a second angle value as a second measurement, which is also the precursor-successor pair of lead and follower segment identifiers of recognized precursor segment and detected successor Wherein the first reference parameter is at least one reference heading angle information and the first rule is the coincidence of at least the turn angle information value with the reference turn angle information value within a predetermined maximum allowable deviation of the turn angle information value from the reference turn angle information value.

In this way, the decentralized data processing device can reliably and advantageously inform the central data processing device of any possible transit breaks or distance similarities of toll-free alternative routes about the presence of a possible error.

Preferably, the distributed data processing device according to the invention comprises a decentralized data memory in which a plurality of reference parameter values corresponding to a plurality of combinations of precursor-follower pairs of link identifiers in cells of a reference parameter matrix in the form of a table with precursor link identifiers as column values and successor link identifiers as line values - or vice versa at least temporarily stored.

Preferably, such a decentralized data processing device according to the invention is designed to receive at least one changed reference parameter value for a specific precursor-successor pair of link identifications from the central data processing device, and the reference parameter value previously stored in the decentralized data memory for the particular precursor-follower pair of link identifiers replace the changed reference parameter value.

The reception of the changed reference parameter value can take place by means of the decentralized radio communication device of the decentralized data processing device.

Preferred refinements of the decentralized data processing device according to the invention result from design features of the decentralized data processing device according to the invention, which serve to carry out one or more of the above-mentioned further developments of the method according to the invention or.

Another example of a device according to the invention is provided by a central data processing device of a toll collection system comprising a plurality of decentralized data processing devices, each of which is carried by a toll vehicle to which it is associated, and adapted to acquire trajectory data that is representative for the passage of toll sections of a network of toll sections through the toll vehicle and a decentralized radio communication device at least for sending data to the central data processing device or at least temporarily communication technology is coupled to such, wherein at least one of the data processing means is formed by a route section recognition program for processing the driving data, the respective sections of the vehicle by the respective vehicle to recognize and corresponding route sections corresponding route section identifiers in the chronological order and / or each associated with a time value of their driving through the respective vehicle to register, the central data processing device is formed, driving data and / or temporally ordered route section identifiers of each of the plurality of decentralized data processing equipment to receive, and the central data processing device has a central data memory or at least temporarily communication technology is coupled to such, in which at least temporarily a set of sequences of a plurality of temporally successively registered route section identifiers; each associated with one of the plurality of remote data processing devices, stored and provided for processing at the central data processing device, the central data processing device being configured (a) for at least one selected link identifier or at least a selected one of a plurality of different link identifiers on the link network immediately successive links determine the set of selected sequences from the set of provided sequences containing a precursor link identifier corresponding to the precursor link section immediately preceding in the network the link of the selected link identifier or the first link of the selected series; and a successor link identifier corresponding to the successor link section present in the network to the S immediately follows, and (ii) determine the set of selected gap sequences from the set of selected sequences containing the selected link identifier or the selected series of link identifiers not included; (B) for at least one to be examined gap sequence of the set of selected gap sequences in the course of at least a first plausibility check to check if at least a first vehicle motion parameter value, from at least a first measured value of the vehicle movement, which was detected in connection with the driving data of that decentralized data processing device which is associated with, formed or derived from the gap sequence to be examined and has been assigned to the precursor-successor pair of linkage identifiers of recognized precursor link and detected successor link, at least a first rule relating to at least a first reference parameter value for the precursor-slave A pair of route section identifications, which is or has been stored at least temporarily in at least one central data memory of the central data processing device, is sufficient; (c) if the first plausibility check yields a positive result, generating an error signal indicative of a possible error; and (d) if the first plausibility check yields a negative result of not generating a signal or producing a non-error signal indicative of no error; and characterized in that the first vehicle motion parameter is at least one heading angle information that is dependent on a first angle value as a first measurement, and at least a second angle value as a second measurement that also corresponds to the precursor-follower pair of run and follower route section identifiers wherein the first reference parameter is at least one reference heading angle information and the first rule is the coincidence of at least the turn angle information value with the reference turn angle information value within a predetermined maximum allowable deviation of the turn angle information value from the reference turn angle information value.

In this case, the decentralized data processing device can transmit both the measured values and the values of the determined vehicle movement parameters to the central data processing device. However, it is sufficient in principle to transmit either the measured values or the vehicle movement parameter value. In the first case, the central data processing device determines the vehicle movement parameter values from the measured values; in the second case, the decentralized data processing device determines the vehicle movement parameter values from the measured values.

Preferably, the link detection program is stored in a respective data memory of each of the plurality of distributed data processing devices, and each of the remote data processing devices is configured A link detection program is executed by a respective distributed processor included in each of the plurality of distributed data processing devices.

Preferred developments of the central data processing device according to the invention result from design features of the central data processing device according to the invention, which serve to carry out one or more of the above-mentioned developments of the method according to the invention.

Fig. 1

eine schematische Darstellung des erfindungsgemäßen Mautsystems,

Fig. 2a

eine schematische Darstellung eines ersten Straßennetzes,

Fig. 2b

eine schematische Darstellung eines gegenüber dem ersten Straßennetz geänderten zweiten Straßennetzes,

Fig. 2b

eine schematische Darstellung eines gegenüber dem ersten Straßennetz geänderten dritten Straßennetzes und

Fig. 3

eine Lückenmatrix für einen Ausschnitt des mautpflichtigen Streckennetzes des Straßennetzes der Fig. 2a, 2b und 2c.

The invention will be explained in more detail with reference to two embodiments. To show for both embodiments

Fig. 1

a schematic representation of the toll system according to the invention,

Fig. 2a

a schematic representation of a first road network,

Fig. 2b

a schematic representation of a comparison with the first road network changed second road network,

Fig. 2b

a schematic representation of a relation to the first road network modified third road network and

Fig. 3

a gap matrix for a section of the toll route network of the road network Fig. 2a . 2 B and 2c ,

• Das in Figur 1 dargestellte Mautsystem 10 für ein Vielzahl 210 von N mautpflichtigen Fahrzeugen umfasst eine zentrale Datenverarbeitungseinrichtung 100 in Form einer zentralen Elektronischen DatenVerarbeitungsanlage (EDV) in einer Zentrale 110 des Mautsystems 10 und eine Vielzahl 200 von N dezentralen Datenverarbeitungseinrichtungen 200_k von denen jede (200₁, 200₂, ..., 200_N) von einem mautpflichtigen Fahrzeug (210_k) mitgeführt wird, dem sie zugeordnet ist.

For both embodiments, the following applies:

• This in FIG. 1 toll system shown 10 for a plurality 210 toll of N vehicles, a central data processing device 100 comprises, in the form of a central electronic data processing unit (EDV) in a center 110 of the toll system 10 and a plurality 200 remote from the N data processing means 200 _k each of which (200 _1, 200 ₂ , ..., 200 _N ) is carried by a toll vehicle (210 _k ) to which it is assigned.

Each of the decentralized data processing devices 200 _k is _embodied in the form of an on-board unit (OBU) 200 _k , to capture tracking data in the form of position data of the vehicle 210 _k , which are representative of the tolling of toll sections of a network of toll sections by the vehicle toll vehicle 210 _k . For this purpose, each OBU 200 _k comprises an unillustrated GNSS position determination device in the form of a GPS device, which can determine from GPS signals from GPS satellites it receives, the position and the direction of travel (the so-called "heading") of the vehicle. In addition, each OBU 200 does not include any illustrated gyroscope which detects heading angle changes and provides readings of heading angle changes.

Each OBU 200 _k comprises a decentralized radio communication device 205 _k in the form of a GSM module, by means of which it communicates data via radio communication paths 320 _{k of} a communication network 300 which is connected via a communication line 310 to a communication module 105 of the toll center 10 Central EDP 100 can send, the central processor 103 is communication technology connected to the communication module 105.

In non-illustrated variants of the two embodiments, the decentralized radio communication device 205 _{k is formed} in the form of a stand-alone mobile phone, which is not included as such by the OBU, but in a short-range radio connection (for example, a Bluetooth connection) is communicatively connected to the OBU.

Each OBU 200, _k is formed, by means of a stretch recognition program _k of the OBU 200 _k is stored in a second data memory 202 and executed by a processor 203 _k of the OBU, the positional data from the GPS device by comparison with geographic information of Geo Objects that are contained in a database of the second data memory 202, to process with the result, the driving of the respective toll sections by the vehicle 210 _k to recognize and the respective sections corresponding, respectively associated with the geo-objects link identifiers in the temporal order of Befahrung by the respective vehicle 210 _k by storing in the first data memory 201 to register _k.

At predetermined conditions, each OBU 200 _k sends the registered link identifiers one at a time, or in subsequences of multiple link identifications to the central EDP, from the received link identifiers of all the OBUs 200 of the plurality of OBUs, a set {Q} of Q Creates sequences of link identifiers in the order of their patrol or includes the received subsequences as such in the set {Q}.

In variants of the two exemplary embodiments which are not illustrated, the route section recognition program is stored in a data memory of the central EDP 100 and is executed by a processor of the central EDP 100. For this purpose, the central EDP 100 receives the position data of the OBUs 200 _k on the way via the communication network 300.

FIG. 2a schematically shows a section of the road network in which the plurality of vehicles 210, 210 move with their OBUs _k 200 _k. The road network has a toll motorway network with toll road sections a _i , which are characterized by driveways k _i and departures k _j . In the route section recognition program, the toll road sections a _{i are represented} by corresponding route section identifiers s _i , which in Fig. 2a are shown as reference numbers of the toll road sections. The motorway network can be represented mathematically as a graph with the ascents and descents k _i , k _j as nodes and the sections a _i as edges.

The road network also has a toll-free road network of subordinate federal and state roads, which is connected at some nodes of the motorway network to the toll motorway network. By driving on a first toll section a _i the vehicle leaves the toll-free road network. The link detection program is configured to recognize whether the vehicle has traveled the first toll section a _i by leaving the toll-free route network. In this case, it provides the registered route section identifier s _i with an entry time stamp of the time T _{i1 of} the driveway onto the first toll road section a _i . At the same time it registers a first route _value , for example D _i1 = 0 km, from the driveway. The link detection program is further configured to detect the distance traveled from the driveway by a data tap from the speedometer of the vehicle or to determine by subtraction. It can also be designed to continuously receive position data from the GPS device and to determine partial distances by repeatedly forming differences in successive position data and to determine a total distance driven from the driveway by adding the partial sections.

By departing from the toll section a _i , the vehicle may leave the toll road network again, unless it continues on the immediately following toll section a _{i + 1} on.

The route section recognition program is designed to recognize whether the toll motorway network at a node k _{i + 1} between a first toll section a _i and a second, the first toll section a _i immediately following, toll section a _{i + 1 was} left. Furthermore, it is possible to detect alternatively whether the vehicle continues on the immediately following toll-liable route section a _{i + 1} in the motorway network. In the case of recognizing the exit of the motorway network, the link detection program provides the registered link identifier s _i with a Departure time stamp of the time T _i2 the departure of the first toll section a _i . In the case of recognizing a continuation of travel on the immediately following toll section a _{i + 1} remains an addition of the time stamp to the section identifier s _{i + 1} .

In the event that the link detection program could not detect the exit from the motorway network at the departure k _{i + 1} nor could recognize the continuation of the immediately following toll section a _{i + 1 of} the motorway network, the link detection program performs the following procedure: It continuously determines the distance traveled from the vehicle's driveway to the first toll section by difference formation of continuously measured second distance values D _ij . As soon as a determined traveled distance is greater than a first limit distance value D _{i, max} , which corresponds to a maximum length of the first distance section a _i , the motorway network is registered as abandoned and leaving the motorway network by providing the registered route section identifier s _i with a departure route. Timestamp of the time T _{i2 of} the substitute ascertained departure from the first toll road section a _i carried out by the _{link detection} program. Thus, the route section identifier also receives a departure time stamp T _i2 , if the departure of the route section could not be determined by comparing the position data with the geo object of the node k _{i + 1} by the link detection program.
In the case of recognizing / registering the exit of the highway network, the processor 203 _{k of} the OBU 200 _k begins to record turn angle changing values which it receives continuously from the gyroscope and travel direction values which it continuously receives from the GPS receiver by storing in the data memory 201 _k . In this case, the processor can already summarize several travel direction angle change values by summation and / or several travel direction angle values by averaging to respectively one travel direction angle change value to be stored and / or the travel direction angle value before recording.
The recording of heading angle change values and heading angle values ends with the recognition of the renewed access to a toll road section a _j at the node k _j .
Upon completion of the recording, travel direction angle information provided for comparison with reference travel angle information included in the reference parameter matrix at the interface of the link identifier s _{i of} the preceding link a _i and the link identifier s _{j of} the successor link is formed from the recorded heading angle change values and heading angle values a _j are stored.

FIRST EMBODIMENT: DECENTRAL PARTIAL TEST

In the first variant of the first embodiment, a first drive of a truck as a vehicle 210 in the road network of Fig. 2a Consider the toll road sections a ₁₀₁ (k ₁₀₁ , k ₁₀₂ ) and a ₁₀₂ (k ₁₀₂ , k ₁₀₃ ) with the route section identifiers s ₁₀₁ and s ₁₀₂ (short: sections s ₁₀₁ and s ₁₀₂ ) and then a second time via the toll road sections a ₁₀₂ (k ₁₀₂ , k ₁₀₃ ) with the route section identifier s ₁₀₂ (short: section s ₁₀₂ ) leads on a highway. The sequence of links identified by the link detection program executed by the processor 203 on the OBU 200 and registered in the first data memory 201 of the OBU 200 is s ₁₀₁ , s ₁₀₂ , s ₁₀₂ .

There are two alternative routes on which this sequence can occur: Firstly, by following the route section a ₂₀₂ (k ₁₀₃ , k ₁₀₂ ) with the route section identifier s ₂₀₂ , which designates the route section of the highway which runs in the opposite direction to the route section s ₁₀₂ lies; second, by driving through the toll-free national roads L 1222 and L 1121 through the village. For reasons of data protection, the course of journeys in the toll-free route network with regard to the position of the vehicle is not recorded, let alone registered centrally.

This leaves without further ado, whether the freeway section s _{202 was} actually not used due to the journey in the toll-free road network, or whether due to a mistake the driving of the freeway section s _{202 was} not recognized.

A gap detection program executed by the processor 203 of the OBU 200 compares the first precursor-successor pair of links s ₁₀₁ and s ₁₀₂ with the gap matrix of the second data memory 202 Fig. 3 and finds no link details in that cell. Thus, the gap detection program qualifies the first precursor-successor pair at link sections s ₁₀₁ and s ₁₀₂ as gapless, so that no further analyzes are performed with respect to this first precursor-descendant pair of link sections s ₁₀₁ and s ₁₀₂ .

Subsequently, the gap detection program compares the second precursor-successor pair at link sections s ₁₀₂ and s ₁₀₂ with the gap matrix of FIG Fig. 3 and finds the link identifier s ₂₀₂ in the subject cell. Thus, the gap detection program qualifies and sets the first precursor-successor pair of links s ₁₀₂ and s ₁₀₂ as gaps with the stretched section a ₂₀₂ and s ₁₀₂ as the selected link identifier examining gap sequence s ₁₀₂ , s ₁₀₂ for further analysis by a decentralized error detection program according to the invention.

With the descent of the track section _102, a first time value T s _1,102 by a radio clock of the OBU has been detected 200 and ₁₀₂ stored by the road section identification program together with the identifier of the precursor-route section s in the first data store two hundred and first With the renewed driveway on the route section s ₁₀₂ , a second time value T _{2.102 was detected} by the radio clock of the OBU and stored by the route section _{recognition program} together with the identifier of the successor route section s ₁₀₂ .

The distributed error detection program executed by the processor 203 of the OBU 200 forms a vehicle movement parameter in the form of a time difference having the value of 30 minutes from the first time value and the second time value. From a distance matrix stored in the second data memory 202, the error detection program for the gap sequence to be examined extracts a reference distance value of 20 km, which corresponds to the length of the route for driving on the toll-free national roads L 1222 and L 1121 through the village. From the time difference and the reference distance value, the error detection program calculates an average speed for the travel from the departure of the route section a ₁₀₂ to the entry of the route section a ₁₀₂ , which is 40 km / h. From a speed matrix stored in the second data memory 202, the error detection program extracts a value of a reference limit speed of 60 km / h for the gap sequence to be examined. It then checks whether the value of the average speed provided as vehicle movement parameter corresponds to the rule of exceeding the reference speed value. Since the average speed observed is 40 km / h less than the 60 km / h reference speed limit normally exceeded on the motorway, the journey on the toll-free national roads L 1222 and L 1121 passes through the village Usually not, the test result is negative with the result that no error signal is generated. As a result, the OBU uses its GSM module to send the link sequence s ₁₀₁ , s ₁₀₂ , s ₁₀₂ to the control center without an error message. Transmission of the recorded time values and determined vehicle movement parameter values may be omitted due to the error-negative test result, so that the use of these data remains entirely in the privacy of the user's own OBU.

It is assumed below that instead of the toll-free route described, the vehicle actually traveled on the selected (unrecognized) section s ₂₀₂ because there is a petrol station on this section of the route which it had to visit. By the one with the refueling connected pause results in the same time difference of 30 min, so that the aforementioned plausibility check would erroneously provide an error-negative result. Such an erroneous result can be avoided by alternative or additional plausibility checks.

In such an alternative plausibility check, turn angle information values of the recorded turn angle changing values and the recorded turn angle values are compared with reference turn angle information values. The decentralized error detection program executed by the processor 203 of the OBU 200 determines, as the first heading angle information value, a sum of amounts of heading angle change values of 400 °, individual heading change values greater than 135 ° generally, and heading angle changes greater than 30 °, then summation if they are carried out on routes of less than 100 m. This means that shunting in the filling station area can be excluded from the analysis.
For the gap sequence of the individual gap section s _202, the decentralized error detection program determines a first reference driving angle information value of 300 °. The first rule requires a match with an accuracy of +/- 200 °, which means that the turn angle information value must lie between 100 ° and 500 ° in order to be decisive for a drive of the gap section. A trip on the toll-free alternative route via the L1222 and L 1121 would have provided a first heading angle information value of 3000 ° which is clearly off the range specified by the first reference heading information value. In this respect, the first rule gives a result that is error-positive, which indicates a possible software error or a possible hardware error, which is the cause of this result.

• Das dezentrale Fehlererkennungsprogramm, das durch den Prozessor 203 der OBU 200 ausgeführt wird, ermittelt aus dem Spektrum der aufgezeichneten Fahrtrichtungswinkelwerte als zweite Fahrtrichtungswinkelinformation eine Schwerpunktsfahrtrichtung von 178° (nahezu Südrichtung), um die sich 80% der gemessenen Fahrtrichtungswinkelwerte in einer Winkelbreite von 12° gruppieren. Zur Lückensequenz des einzelnen Lückenabschnitts s₂₀₂ ermittelt das dezentrale Fehlererkennungsprogramm einen zweiten Referenzfahrtwinkelinformationswert von 180° mit einer Referenzwinkelbreite von 10°. Die zweite Regel erfordert eine Übereinstimmung der Schwerpunktsfahrtrichtung mit einer Genauigkeit von +/- 10°, sprich, dass der zweite Fahrtrichtungswinkelinformationswert zwischen 170° und 190° liegen muss, um maßgeblich für eine Befahrung des Lückenabschnitts zu sein, wobei die Referenzwinkelbreite 10 +/- 5° betragen soll, was ebenfalls gegeben ist. Eine Fahrt auf der mautfreien Alternativroute über die L1222 und L 1121 hätte zwei Schwerpunktsfahrtrichtungen bei 125° und 260° mit Schwankungsbreiten der Winkel von jeweils 20° erbracht. Diese Werte liegen deutlich abseits des durch den zweiten Referenzfahrtwinkelinformationswert vorgegebenen Bereiches. Insofern ergibt auch die zweite Regel ein fehlerpositives Ergebnis, das auf einen möglichen Software-Fehler oder einen möglichen Hardware-Fehler schließen lässt, der Ursache für dieses Ergebnis ist.

In a plausibility check additionally performed for the first original plausibility check, the measured heading angle values can be used:

• The decentralized error detection program, executed by the processor 203 of the OBU 200, determines from the spectrum of recorded heading angles as the second heading angle information a heading direction of 178 ° (near south) around which 80% of the measured heading angles are grouped in an angular width of 12 ° , For the gap sequence of the individual gap section s _202, the decentralized error detection program determines a second reference travel angle information value of 180 ° with a reference angle width of 10 °. The second rule requires a coincidence of the center of gravity direction with an accuracy of +/- 10 °, that is, the second Driving direction angle information value must be between 170 ° and 190 ° to be decisive for a survey of the gap section, the reference angle width should be 10 +/- 5 °, which is also given. A trip on the toll-free alternative route via the L1222 and L 1121 would have provided two centers of gravity at 125 ° and 260 ° with fluctuation ranges of 20 ° each. These values are clearly outside the range specified by the second reference travel angle information value. In this respect, the second rule also yields a result that is error-positive, which indicates a possible software error or a possible hardware error, which is the cause of this result.

The first plausibility check ends with the satisfaction of the first and the second rule as a whole error-positive.

The consequently produced by the decentralized error detection Error signal consists in a message which is transmitted by means of the encompassed by the OBU GSM module together with the identifier of the OBU to the central data processing device 100 and in addition to the road section identifiers s _102, s ₁₀₂ of the faulty (and so that extraordinary) gap sequence includes the measured values of the first heading angle information and the second heading angle information, or an error code indicative of the error-positive sub-check with respect to the reference distance.

In the central data processing device of the central EDP 100, all error messages associated with their extraordinary gap sequences are stored as error signals in a first central data memory 101. In addition, in the first central data memory 101, all route section sequences which contain the sequence of precursor-successor pair of the route sections s ₁₀₂ , s ₁₀₂ with or without gap, that is to say faulty or error-free with or without the selected route section s ₂₀₂ , are stored. Based on a set of 200 such selected sequences received over a period of one month, a central error detection program executed by the central processor 103 forms an extraordinary gap quotient in the form of an error quotient of the number of selected extraordinary gap sequences the selected section of the gap s ₂₀₂ according to the previous first plausibility check does not erroneously contain, and the number of all 200 selected sequences. In addition to the selected gap sequence of the lorry 210, the selected extraordinary gap sequences also include an older gap sequence of another lorry, likewise qualified as faulty according to a preceding first plausibility check. The set of all selected sequences with a precursor stretch s ₁₀₂ and a successor stretch s ₁₀₂ contains both all sequences with the intervening stretch s ₂₀₂ , in each case in the order s ₁₀₂ , s ₂₀₂ , s ₁₀₂ in conformity with the gap matrix of Fig. 3 as well as all the gap sequences without the route section s ₂₀₂ , both the flawless ones for which the previous first plausibility check on the sequence s ₁₀₂ , s _{102 had} not generated an error message, and the two faulty ones of the truck 210 and the other truck. This extraordinary gap ratio is therefore 1%. The reference gap quotient valid for this number 200 of the set of selected sequences is 3%. A comparison of the determined extraordinary gap quotient with the reference gap quotient to the fact that the latter is exceeded by the central EDP results in a negative result of this second plausibility check, which points to a detection error by the OBU 200 of the truck 210. This detection error is stored in a database that logs acquisition errors of all OBUs assigned to the identifier of the OBU.

The error detection program extracts from this error database that this detection error was the tenth detection error of this OBU within one month. Thus, an error limit has been exceeded which triggers the sending of an error message to the OBU 200, which displays an indication on a display device of the OBU asking the user to replace the OBU 200 with a new OBU within a week.

In a second variant of the first exemplary embodiment, the lorry 210 departs from the route section s ₁₀₃ at the exit k 104 and via the state road sections L 1423, L 1124, L 1424 and the federal road section B 132 through the city to the node k ₃₁₄ at which the truck will drive onto section s _{314 of} the motorway network. The precursor-successor link pair of this gap sequence is s ₁₀₃ , s ₃₁₄ . The selected set of link identifications that make up the gap for this pair is s ₁₀₄ , s ₁₀₅ , s ₁₀₆ , s ₃₁₂ , s ₃₁₃ .

In toll-free route network now exists a route over the federal road sections B 131 and B 132, whose length is a total of 35 km shorter than the total length of the toll route of 50 km over the selected series of gaps sections. However, the travel time is ideally the same on both routes. A first plausibility check based on the time difference between both nodes k ₁₀₄ and k ₃₁₄ would therefore be error-positive for this spatial acronym in the toll-free network. Therefore, a second plausibility check based on the distance between both nodes k ₁₀₄ and k ₃₁₄ would be correctly error-negative for this abbreviation route in the toll-free network, because the federal highway route deviates significantly in terms of its length from the highway route with a reference distance of 50 km.

In the case of such a spatial abbreviation and in particular temporal abbreviation of a journey in the toll-free road network, it is not sufficient for a total error-positive result of the plausibility check, if only a partial test results in a false positive result.

Conversely, for the described route over the provincial roads, the length of which (as well as the toll route) is 50 km, a second plausibility check based on the distance between both nodes k ₁₀₄ and k ₃₁₄ for this route in the toll-free network is error-positive due to the longer travel time, the first plausibility check based on the time difference between both nodes k ₁₀₄ and k ₃₁₄ would give an error-negative result.

Only in the case in which the duration of the distance traveled is shorter than the reference time difference of the same length alternative route in the toll-free road network (error-positive result of the first part of the test) and the length of the distance traveled is comparable to the reference distance on the toll sections (faulty positive result of the second partial examination) results in a total error-positive result of the overall examination.

Nevertheless, there are alternative routes in the toll-free network, which have a similar length as the gap sequence, in case of congestion on the highway in both networks comparable travel times occur.

• Das dezentrale Fehlererkennungsprogramm, das durch den Prozessor 203 der OBU 200 ausgeführt wird, ermittelt aus dem Spektrum der aufgezeichneten Fahrtrichtungswinkelwerte als Fahrtrichtungswinkelinformation für die Fahrt im mautfreien Netz auf den Bundesstraßen B 131 und B 132 eine Schwerpunktsfahrtrichtung von 50° (nahezu Nordostrichtung), um die sich 50% der gemessenen Fahrtrichtungswinkelwerte in einer Winkelbreite von 50° gruppieren. Zur Lückensequenz, die durch die Streckenabschnitte mit den Kennungen s₁₀₄, s₁₀₅, s₁₀₆, s₃₁₂, s₃₁₃ gebildet wird ermittelt das dezentrale Fehlererkennungsprogramm einen Referenzfahrtwinkelinformationswert von zwei Referenzschwerpunktsfahrtrichtungen von 0° und 90° mit Referenzwinkelbreiten von jeweils 10° +/- 5°. Die erste Regel erfordert eine Übereinstimmung von zwei Schwerpunktsfahrtrichtungen mit einer Genauigkeit von +/ -10°, sprich, dass ein erster Fahrtrichtungswinkelinformationswert zwischen 350° und 10° liegen muss und ein zweiter Fahrtrichtungswinkelwert zwischen 80° und 100° liegen muss, um maßgeblich für eine Befahrung des Lückenabschnitts zu sein. Das trifft nicht zu, so dass keine Befahrung der Lückensequenz erfolgt ist. Insofern ergibt die erste Regel ein fehler-negatives Ergebnis, das auf eine echte Lückensequenz hinweist.

With a first plausibility check that uses measured heading angle values, this problem can be solved:

• The decentralized error detection program executed by the processor 203 of the OBU 200 determines from the spectrum of the recorded heading angles as travel direction angle information for driving in the toll-free network on the main roads B 131 and B 132 a center of gravity direction of 50 ° (near northeast direction) 50% of the measured heading angle values are grouped in an angular width of 50 °. For the gap sequence that is formed by the route sections with the identifiers s ₁₀₄ , s ₁₀₅ , s ₁₀₆ , s ₃₁₂ , s ₃₁₃ , the decentralized error detection program determines a reference driving angle information value of two reference center of gravity directions of 0 ° and 90 ° with reference angle widths of 10 ° +/- 5 °. The first rule requires a coincidence of two CG directions with an accuracy of + / -10 °, meaning that a first heading angle information value must be between 350 ° and 10 ° and a second heading angle value between 80 ° and 100 ° must be decisive for a To be on the track of the gap section. This is not true, so no Passing the gap sequence is done. In this respect, the first rule yields an error-negative result that indicates a true gap sequence.

SECOND EMBODIMENT: COMPLETE CENTRAL TEST

The central EDP 100 receives link identifiers s _i from each OBU 200 _k , that of each truck 210 _k , which includes the road network, from the in Fig. 2a . 2 B and 2c each part is shown, travels, is carried. The corresponding route sections a _i were recognized and registered as being traveled by the route section recognition program of the OBU 200 _k . The route section identifiers s _{i of} the recognized route sections a _i are transmitted to the central EDP via the mobile radio communication network 300 together with an identifier of the OBU 200 _k and measured values of the time from a radio clock and measured values by means of the GSM module encompassed by each OBU 200 _k the distance transmitted by a speedometer, which were detected together with the driveway on a section a _m and the departure of a section a _n by the OBU 200 _k , which is coupled to the radio clock and the tachometer.
Further, each OBU transmitted _200k angle of travel direction information, which it has determined from the angular values after the departure of a precursor route section a _m-1 to the riding on a successor route section a _{n +} recorded ₁ a gap sequence of the OBU 200 _k Has.

The central EDP forms from the received link sections s _i a set {Q} of Q sequences of a plurality of chronologically consecutively registered link identifiers (s _i , ..., s _j ).

In the context of an error search program, the central EDP selects a link identifier s _m for which the Q sequences which do not contain this link identifier are to be examined for errors. In the context of an error search program, the central computer also selects a series R _mn of a plurality of consecutively registered route section identifiers (s _m , s _n ) or (s _m , ..., s _n ) for which the Q sequences containing this series R _mn not to be included in route section identifiers, to be checked for errors.

By means of a gap detection program corresponding to that of the first embodiment, the central EDP first determines the set {Q _mn } of Q _mn selected sequences from the set {Q} of the received sequences containing a precursor link identifier s _m-1 . which corresponds to the precursor route section a _m-1 , which in the network is the route section a _{m of} the selected route section identifier s _m or the first Stretch a _m of the selected row R _mn immediately precedes, and a successor road section identification s _{m + 1} or S _{n + 1} contain corresponding to the successor road section a _{m + 1} or a _{n + 1,} of the web to the track section a _m the selected route section identifier s _m or the last route section a _{n of} the selected row R _mn immediately follows. Subsequently, the central computer determines that amount {Q0 _mm} to Q0 _mn selected gap sequences from the set {Q _nm} Q _mn selected sequences encoding the selected road section identification s _m or the selected row R _nm to stretch identifiers (s _m, s _n) or (s _m , ..., s _n ) not included. For these sequences selected for Q _mn , the central EDV performs a first plausibility check by checking the _{heading angle information} values associated with the precursor-successor pair of link identifiers (s _m-1 , s _{m + 1} or s _{n + 1} ) in a first plausibility check Correspondence with reference travel angle direction information values taken among the link identifiers of the precursor-follower pair from a travel angle direction information matrix checks. The data sets of all selected gap sequences for which the first plausibility check results in an error-positive result of the first plausibility check in accordance with the statements on the first exemplary embodiment are provided with an error code by the central EDP. These selected gap sequences, provided with such an error code, are recognized by the central EDP as selected extraordinary gap sequences.

Then, by the centralized computer, the number of Q0 _mn ^{(f) of} the selected extraordinary gap sequences of the set {Q0 _mn ^(f) } of selected extraordinary gap sequences and the number Q _mn of selected sequences of the set {Q _mn } of selected sequences becomes extraordinary Gap ratio q0 _mn ^(f) = Q0 _mn ^(f) / Q _mn formed. This takes into account all the gap sequences of the quantity {Q} received by the central EDP within a specified period of one month.

• Die erste Fahrtroute folgt dem Verlauf der Autobahn, wobei die Fahrzeuge 210_k die Streckenabschnitte s₁₀₂, s₁₀₃ und s₁₀₄ befahren. Die ausgewählte Streckenabschnittskennung ist s₁₀₃, der Vorläufer-Streckenabschnitt ist s₁₀₂ und der Nachfolger-Streckenabschnitt ist s₁₀₄. Die ausgewählten Sequenzen von Streckenabschnitten lauten (s₁₀₂, s₁₀₃, s₁₀₄) und (s₁₀₂, s₁₀₄); die ausgewählte Lückensequenz lautet (s₁₀₂, s₁₀₄): Von der Menge {Q0_mn} an Q0_mn dieser ausgewählten Lückensequenzen wird jede Lückensequenz mittels der ersten Plausibilitätsprüfung auf einen möglichen Fehler untersucht. Über einen ersten vorgegebenen Zeitraum von einem Monat bis zu einem ersten Eingangsdatum der neuesten ausgewählten Lückensequenz werden im Falle dieses Ausführungsbeispieles durch die erste Plausibilitätsprüfung nur drei Fehler-Signale erzeugt, die diese ausgewählten Lückensequenzen als außerordentlich kennzeichnen. Im Gegenzug umfasst die Menge an Sequenzen - sprich: die Menge an Fahrten -, die das Vorläufer-Nachfolger-Paar s₁₀₂, s₁₀₄ mit oder ohne den Streckenabschnitt enthalten, einhunderttausend (100.000) Der außerordentliche Lückenquotient beträgt somit 0,003 %. Mit der zweiten Plausibilitätsprüfung wird geprüft, ob dieser außerordentliche Lückenquotient einen ersten Referenzlückenquotient von 0,1 % überschreitet. Das Ergebnis dieser zweiten Plausibilitätsprüfung ist negativ, was zur Erzeugung eines Hardware-Fehler-Signals führt, das auf einen Erfassungsfehler der betreffenden OBUs hinweist, von der die ausgewählten außerordentlichen Lückensequenzen stammen.

The implementation of the second plausibility check by the central IT system will be carried out on the basis of two different routes through the road network of the Fig. 2a . 2 B and 2c explains:

• The first route follows the course of the highway, the vehicles 210 _k the sections s ₁₀₂ , s ₁₀₃ and s ₁₀₄ drive. The selected link identifier is s ₁₀₃ , the precursor link is s ₁₀₂ and the follower link is s ₁₀₄ . The selected sequences of links are (s ₁₀₂ , s ₁₀₃ , s ₁₀₄ ) and (s ₁₀₂ , s ₁₀₄ ); the selected gap sequence is (s ₁₀₂ , s ₁₀₄ ): From the set {Q0 _mn } to Q0 _{mn of} these selected gap sequences, each becomes Gap sequence examined by means of the first plausibility check for a possible error. In the case of this embodiment, the first plausibility check generates only three error signals over a first predetermined period of one month to a first input date of the most recently selected gap sequence, which mark these selected gap sequences as extraordinary. In turn, the amount of sequences - that is, the amount of trips - that the forerunner-successor pair s ₁₀₂ , s ₁₀₄ with or without the leg contains, is one hundred thousand (100,000). The extraordinary gap quotient is thus 0.003%. The second plausibility check checks whether this extraordinary gap quotient exceeds a first reference gap quotient of 0.1%. The result of this second plausibility check is negative, resulting in the generation of a hardware error signal indicative of a detection error of the respective OBUs from which the selected extraordinary gap sequences originate.

Over a second predetermined period of one month to a second input date of the latest selected gap sequence later than the first arrival date, the first plausibility check will now yield 1000 fault signals with a constant total of 100,000 trips. In the second plausibility check, it is now found that the first reference gap quotient of 0.1% was exceeded by the extraordinary gap quotient of the second period of 1%. The central computer then issues a software error signal. At the same time, the central EDP notes that the extraordinary gap ratio is continuously increasing in comparison to the previous results of the second plausibility check.

The central EDP is trained to shorten the predetermined period of the second plausibility check in cases in which the second plausibility check brings a fault-positive result. For a third predetermined period of 24 hours to the minute-by-second second input date, the fault detection program determines that 900 fault signals come to a total of 3000 rides. This corresponds to an extraordinary gap quotient of 30%. In a third plausibility check, the central EDP determines that this extraordinary gap quotient exceeds a second reference gap quotient of 10%. As a result, the central EDP outputs a recognition error signal indicative of a recognition error for the link s ₁₀₄ . With an on-the-spot check at the node k ₁₀₃ which the vehicle has to pass in order to access the gap route section from the precursor route section, it is determined that the road guidance in the area of this node k _{103 has been} changed, which is represented by the square representation this knot k ₁₀₃ in the Fig. 2b that the road network of Fig. 2a at a later stage is illustrated.
This change of the road guidance in the area of the knot k ₁₀₃ has led to the fact that the The section detection program no longer reliably detects the passage of the gap section ₁₀₃ .

The second route includes the sections s ₁₀₁ on the highway and the sections L 1121, L 1122, L 1123, L 1124 and L 1125 and the section s s ₃₁₅ according to Fig. 2a ,

The selected series of link identifiers are s ₁₀₂ , s ₁₀₃ , s ₁₀₄ , s ₁₀₅ , s ₁₀₆ , s ₃₁₂ , s ₃₁₃ , s ₃₁₄ ; the precursor link is s ₁₀₁ and the follower link is s ₃₁₅ . The selected sequences of links are (s ₁₀₁ , s ₁₀₂ , s ₁₀₃ , s ₁₀₄ , s ₁₀₅ , s ₁₀₆ , s ₃₁₂ , s ₃₁₃ , s ₃₁₄ , s ₃₁₅ ) and (s ₁₀₁ , s ₃₁₅ ); the selected gap sequence is (s ₁₀₁ , s ₃₁₅ ): From the set {Q0 _mn } to Q0 _{mn of} these selected gap sequences, each gap sequence is examined for a possible error by means of the first plausibility check.

Here, the first plausibility check is based on a check as to whether the measured detection number of travel direction angle variations derived by the OBU from a predetermined number of consecutive angle values within a predetermined range between a first limit direction angle variation and a second limit direction angle change is a reference determination number of 6 does not exceed. Over a first predetermined period of one month to a first date of receipt of the most recently selected gap sequence, the first plausibility check generates only an error signal that marks one of the selected gap sequences examined as extraordinary because the number of determinations was 3. In turn, the amount of sequences - that is, the amount of journeys - that the forerunner-successor pair (s ₁₀₁ , s ₃₁₅ ) contains, with or without the stretch of track, is ten thousand (10,000). The extraordinary gap quotient is thus 0.01%. , The second plausibility check checks whether this extraordinary gap quotient exceeds a first reference gap quotient of 0.1%. The result of this second plausibility check is negative, resulting in the generation of a hardware error signal indicative of a detection error of the particular OBU from which the selected extraordinary gap sequence originated.

Over a second predetermined period of one month to a second input date of the latest selected gap sequence later than the first arrival date, the first plausibility check will now yield 30 error signals for a constant total of 10,000 Rides. It was found in the first plausibility check that the measured number of assessments is 5.

In the second plausibility check, it is now determined that the first reference gap quotient of 0.1% was exceeded by the extraordinary gap quotient of the second period of 0.3%. The central computer then issues a software error signal. At the same time, the central EDP notes that the extraordinary gap quotient has remained constant compared to earlier results of the second plausibility check. The central EDP takes this as an opportunity to determine that initially no exceeding of the second reference gap quotient is to be expected.

As a result, the central EDP outputs a reference error signal indicative of a reference error for gaps in the above-mentioned row or for precursor-successor pairs of links (s ₁₀₁ , s ₃₁₅ ). With a review of the toll-free route on-site it is noted that the road guidance in the area of the city was changed by the city - as in Fig. 2c represented, has received a local bypass U 11234 on which the national road sections L 1123 and L 1124 - and with them the city - can be bypassed. On this alternative route there is a smaller number of heading changes which contribute to the number of determinations because the local bypass, unlike the city, does not include tight turns. The measured detection numbers leading to the error signal of the first plausibility check are in the range of 5 to 6 with a mean of 5.7. The central EDP is configured to change the value of the reference determination number for said precursor-successor pair of linkages (s ₁₀₁ , s ₃₁₅ ) in the reference driving-angle information matrix based on the reference error signal. Hereby, by means of the error detection program executed by the central processor, the value of the reference determination number for said precursor-successor pair of link sections (s 101, s ₃₁₅ ) stored in the second central data memory is replaced by a changed value of the reference decision number. This changed value corresponds to a reference determination number of 4, which is one less than the lowest determined determination number.

In the case where the toll system is adapted to have the first plausibility check performed by the OBU as described in the first embodiment, the centralized EDP is adapted to supply the changed value of the reference determination number over the cellular network to each OBU of the plurality 200 of OBUs who are trained in their second Datastore stored value of the reference determination number to be overwritten by the changed value of the reference determination number.

Claims (13)

1. A method for error recognition in a toll system which
   comprises at least a centralized data processing facility (100) and
   at least several decentralized data processing facilities (200),
   each (200_k) of which

   i) is carried by a vehicle (210_k) liable to pay a toll, to which it is assigned, and also

   ii) is configured to capture driving data which are representative of the driving that has taken place over route sections (a_i) liable to payment of a toll in a network of route sections liable to payment of tolls by the vehicle (210_k) liable to payment of a toll and

   iii) has a decentralized radio communications device (205_k) at least for transmitting data to the centralized data processing facility (100) or is coupled to a device of this kind for communications purposes at least intermittently,

   wherein
   at least one of the data processing facilities (100/200_k) is configured
   to identify by means of a route section identification program for the processing of driving data when the vehicle concerned (210_k) has driven along the respective route sections (a and to record route section codes (s_i) corresponding to the respective route sections (a_i) in the time sequence and/or linked in each case to a time value for when the respective vehicle (210_k) drove along it,
   wherein

   a) at least one of the data processing facilities (100/200_k) supplies
   at least one gap sequence (Q0_{m n} ^(u)) to be investigated, which comprises at least one sequence of several route section codes (s_i, ... ,s_j) recorder in time sequence assigned to a given vehicle (210 k),
   wherein the gap sequence (Q0_{m n} ^(u)) to be investigated is characterized in that it does not contain at least one selected route section code (s_m) or at least one selected row (R_{m n}) of several different route section codes (s_m, s_n or s_m, ..., s_n) on route sections (a_m, a_n or a_m, ...,
   a_n) immediately following one another in the route section network and
   it contains a predecessor route section code (s_m-1) which corresponds to the predecessor route section (a_m-1) which immediately precedes the route section (a_m) of the selected route section code (s_m) or the first route section (a_m) of the selected row (R_{m n}) in the network and contains a successor route section code (s_m+1 or s_n+1) which corresponds to the successor route section (a_m+1 or a_n+1) which immediately follows the route section (a_m) of the selected route section code (s_m) or the last route section (a_n) of the selected row (R_{m n}) in the network;

   b) for the gap sequence (Q0_{m n} ^(u)) to be investigated in the context of at least a first plausibility check by at least one of the data processing facilities (100/ 200_k), a check is made as to whether
   at least a first vehicle movement parameter value,
   which is created or derived from at least a first measurement of the vehicle movement which was captured in connection with the driving data from the decentralized data processing facility (200_k),
   and was assigned to the predecessor/successor pair of predecessor and successor section codes (s_m-1, s_m+1 or s_n+1) of the identified predecessor route section (a_m-1) and the identified successor route section (a_m+1 or a_n+1),
   satisfies at least a first rule in respect of at least a first reference parameter value for the predecessor/successor pair (s _m-1, s_m+1 or s_n+1),
   which is or was stored at least temporarily in at least one centralized data store (101) of the centralized data processing facility (100);

   wherein

   c) when the first plausibility check produces a positive result, an error signal is generated by the data processing facility (100/200_k) carrying out the check which indicates a possible error;

   and

   d) when the first plausibility check produces a negative result, no signal is generated by the data processing facility (100/200_k) carrying out the check or a no-error signal is generated which indicates no error;

   characterized in that
   the first vehicle movement parameter is at least a piece of driving direction angle information which is dependent on a first angle value (θ_{m n}, ₁; Δθ_{m n, 1}) as the first measurement and at least a second angle value (θ_{m n}, ₂; Δθ_{m n; 2}) as a second measurement, which was likewise assigned to the predecessor/successor pair of predecessor and successor route section codes (s_m-1, s_m+1 or s_n+1) of the identified predecessor route section (a_m-1) and the identified successor route section (a_m+1 or a_n+1), wherein the first reference parameter is at least a piece of reference driving direction angle information and the first rule is the agreement between at least the driving direction angle information value and the reference driving direction angle information value in the context of a predefined, maximum permitted deviation of the driving direction angle information value from the reference driving direction angle information value.
2. The method according to claim 1, characterized in that
   the first angle value (Δθ_{m n, 1}) and the second angle value (Δθ_{m n}, ₂) are each driving direction angle change values of a plurality of measured, in particular absolute, driving direction angle change values (Δθ_{m n, i}),
   the driving direction angle information is i) a driving direction angle change total of the measured, in particular absolute, driving direction angle change values (Δθ_{m n, i}) or ii) a driving direction angle change mean value of the measured, in particular absolute, driving direction angle change values (Δθ_{m n, i}) and
   the reference driving direction angle information in case i) is a reference driving direction angle change total and in case ii) a reference driving direction angle change mean value.
3. The method according to claim 1, characterized in that
   the first angle value (θ_{m n, 1}) and the second angle value (θ_{m n, 2}) are each driving direction angle values of a plurality of measured driving direction angle values (Δθ_{m n, i}),
   the driving direction angle information comprises at least one driving direction angle mean value of at least a selection of measured driving direction angle values (Δθ_{m n, i}) and
   the reference driving direction angle information comprises at least one reference driving direction angle mean value.
4. The method according to claim 1, characterized in that
   the first angle value (θ_{m n, 1}; Δθ_{m n, 1}) and the second angle value (θ _{m n, 2}; Δθ_{m n, 2}) are each driving direction angle change values of a plurality of measured driving direction angle change values (Δθ_{m n, i}) or each driving direction angle values of a plurality of measured driving direction angle values (Δθ_{m n, i}), the driving direction angle information is an assessment number of i) driving direction angle changes exceeding a predefined first limit driving direction angle change or ii) driving direction angle changes falling within a predefined range between a first limit driving direction angle change and a second limit driving direction angle change, which is derived from a predefined number of considerations of several successive angle values (θ_{m n, i}; Δθ_{m n, i}), and
   the reference driving direction angle information is a reference assessment number for, in case i) driving direction angle changes exceeding a predefined first limit driving direction angle change and in case ii) driving direction angle changes falling within a predefined range between a first limit driving direction angle change and a second limit driving direction angle change.
5. The method according to claim 1 characterized in that
   the first angle value (θ_{m n, 1}; Δθ_{m n, 1}) and the second angle value (θ_{m n, 2}; Δθ_{m n, 2}) are each driving direction angle values of a plurality of measured driving direction angle values (Δθ_{m n, i}), the driving direction angle information is an assessment number of driving direction angle values (Δθ_{m n, i}) falling within a predefined range between a first limiting driving direction angle value and a second limiting driving direction angle value and the reference driving direction angle information is a reference assessment number for driving direction angle changes in a predefined range between a first limit driving direction angle change and a second limit driving direction angle change.
6. The method according to claim 1 characterized in that
   the first angle value (θ_{m n, 1}; Δθ_{m n, 1}) and the second angle value (θ_{m n, 2}; Δθ_{m n, 2}) are each driving direction angle change values of a plurality of measured driving direction angle change values (Δθ_{m n, i}) and/or each driving direction angle values of a plurality of measured driving direction angle values (Δθ _{m n, i}),
   the driving direction angle information comprises at least an angle width and/or at least an angle focal point of at least one accumulation of driving directions in the range of driving directions, which is at least derived from a selection of several of the plurality of measured driving direction angle change values (Δθ_{m n, i}) and/or measured driving direction angle values, and
   the reference driving direction angle information comprises at least one reference angle width and/or at least one reference angle focal point.
7. The method according to claim 1, characterized in that
   during the course of the first plausibility check

   a) a check takes place to see whether the first rule is satisfied in respect of the agreement between a first driving direction angle information value and a first reference travelling direction angle information value in the context of a predefined, maximum permitted deviation of the first travelling direction angle information value from the first reference traveling direction angle information value according to a first of claims 2 to 6, and

   b) a check takes place to see whether at least a second rule is satisfied in respect of the agreement between a second driving direction angle information value and a second reference driving direction angle information value in the context of a predefined, maximum permitted deviation of the second driving direction angle information value from the second reference driving direction angle information value according to a second of claims 2 to 6.
8. The method according to one of the preceding claims, characterized in that at least the first reference parameter value is a reference parameter value of a plurality of reference parameter values which are or were stored, at least temporarily, for a plurality of combinations of predecessor/successor pairs of route section codes (s_i, s_j) in cells of a reference parameter matrix in the form of a table with predecessor route section codes (s i) as column values and successor route section codes (s_j) as line values, or vice versa, in at least one centralized data store (101) of the centralized data processing facility (100).
9. The method according to one of the preceding claims, characterized in that during the course of the first plausibility check, an additional check is made as to whether at least a second vehicle movement parameter value,
   which is formed or derived from at least a third measurement of the vehicle movement, which was captured in connection with the driving data from the decentralized data processing facility (200_k),
   and was assigned to the predecessor/successor pair of predecessor and successor route section codes (s_m-1, s_m+1 or s_n+1) of the identified predecessor route section (a_m-1) and identified successor route section (a_m+1 or a _n+₁),
   satisfies at least a second rule in respect of at least a second reference parameter value for the predecessor/successor pair (s_m-1, s_m+1 or s_n+1),
   which is or was stored at least temporarily in at least one centralized data store (101) of the centralized data processing facility (100);
   wherein
   the second vehicle movement parameter is one of the following parameters:

   i) a time difference which depends on a first time value (T_m-1) as the third measurement, which is assigned to the predecessor route section code (s_m-1) and at least to a second time value (T_m+1 or T _n+1) as a fourth measurement which is assigned to the successor route section code (s_m+1 or s_n+1);

   ii) a distance which depends on a first route value (D_m-1) as the third measurement which is assigned to the predecessor route section code (s_m-1) and at least a second route value (D_m+1 or D_n+1) as a fourth measurement, which is assigned to the successor route section code (s_m+1 or s_n+1)

   iii) a mean notional vehicle speed which was obtained by dividing a reference distance for the predecessor/successor pair of route section codes (s_m-1, s_m+1 or s_n+1) by the time difference in item i);

   iv) a limit speed duration as the total of partial durations, during which the vehicle speeds exceeds a limit speed as the third measurement value;

   v) a limit speed duration ratio which was obtained by dividing the limit speed duration in item iii) by the time difference in item i);

   vi) a limit speed section as the total of partial sections over which the vehicle speed exceeds a limit speed as the further measurement;

   vii) a limit speed route ratio which was created by dividing the limit speed route in item vi) by the distance in item (ii);

   wherein in each case

   i) the second reference parameter is a reference time difference and the second rule is that the time difference value falls below the reference time difference value;

   ii) the first reference parameter is a reference distance and the first rule is the agreement of the distance value with the reference distance value in the context of a predefined, maximum permitted deviation of the distance value from the reference distance value;

   iii) the second reference parameter is a reference speed and the second rule is that the value of the mean notional vehicle speed exceeds the reference speed value;

   iv) the second reference parameter is a reference limit speed duration and the second rule is that the limit speed duration value falls below or exceeds the reference limit speed duration value;

   v) the second reference parameter is a reference limit speed duration ratio and the second rule is that the limit speed duration ratio exceeds the reference limit speed duration ratio;

   vi) the second reference parameter is a reference limit speed route and the second rule is that the limit speed route value exceeds the reference limit speed route value;

   vii) the second reference parameter is a reference limit speed route ratio and the second rule is that the limit speed route ratio exceeds the reference limit speed route ratio.
10. The method according to one of the preceding claims, characterized in that the data processing facility carrying out the check is at least a decentralized data processing facility (200 k),
    wherein
    a copy of the reference parameter value in each case is stored in at least one decentralized data store (201_k) in each case in each of the decentralised data processing facilities (200_k), any change in the reference parameter value in the centralized data store (101) is detected and/or effected by the centralized data processing facility (100) and the centralized data processing facility (100) is designed to trigger a transfer of the changed reference parameter value to each of the decentralized data processing facilities (200_k),
    and wherein
    at least the error signal of the decentralized data processing facility (200_k) is sent by means of the decentralized radio communications device (205_k) to the centralized data processing facility (100).
11. A decentralized data processing facility (200) of a toll system,
    which comprises at least a centralized data processing facility (100),
    wherein the decentralized data processing facility (200) is provided to be carried in a vehicle (210) liable to pay a toll, to which it is assigned, and also
    is configured to capture driving data which are representative of the driving that has taken place over route sections (a i) liable to payment of a toll in a network of route sections liable to payment of tolls by the vehicle (210) liable to payment of a toll and
    has a decentralized radio communications device (205) at least for transmitting data to the centralized data processing facility (100) or is coupled to a device of this kind for communications purposes at least intermittently,
    wherein the decentralized data processing facility is set up,
    to run a route section identification program for processing the driving data by means of at least one processor, with the result that the route sections (a_i) in each case that have been driven along by the vehicle (210) are identified,
    and to record in a data store route section codes (s_i) corresponding to the respective route sections (a_i) in the time sequence and/or linked in each case to a time value for when the respective vehicle (210) drove along, wherein
    the decentralized data processing facility is set up,

    a) to supply at least one gap sequence (Q0_{m n} ^(u)) to be investigated from several route section codes (s_i, ... ,s_j) recorded in time sequence assigned to the vehicle (210) liable to pay a toll in each case,
    wherein the gap sequence (Q0_{m n} ^(u)) is characterized in that
    it does not contain at least one selected route section code s_m or at least one selected row (R_{m n}) of several different route section codes (s_m, s_n or s_m, ..., s_n) on route sections (a_m, a_n or a_n, ..., a_m) immediately following one another in the route section network and it contains a predecessor route section code (s_m-1) which corresponds to the predecessor route section (a_m-1) which immediately precedes the route section (a_m) of the selected route section code (s _m) or the first route section (a_m) of the selected row (R_{m n}) in the network and contains a successor route section code (s_m+1 or s_n+1) which corresponds to the successor route section (a_m+1 or a_n+1) which immediately follows the route section (a_m) of the selected route section code (s_m) or the last route section (a_n) of the selected row (R_{m n}) in the network;

    b) for the gap sequence (Q0_{m n} ^(u)) to be investigated in the context of at least a first plausibility check, a check must be made as to whether
    at least a first vehicle movement parameter value,
    which is created or derived from at least a first measurement of the vehicle movement which was captured in connection with the driving data from the decentralized data processing facility (200),
    and was assigned to the predecessor/successor pair of route section codes (s_m-1, s_m+1 or s_n+1) of the identified predecessor route section (a_m-1) and the identified successor route section (a_m+1 or a_n+1),
    satisfies at least a first rule in respect of at least a first reference parameter value for the predecessor/successor pair of route section codes (s_m-1, s_m+1 or s_n+1), which is or was stored at least temporarily in at least one decentralized data store (201) of the decentralized data processing facility (200);

    c) when the first plausibility check produces a positive result, to transmit in an error message the first vehicle movement parameter and the predecessor/success pair of route section codes (s_m-1, s_m+1 or s_n+1) concerned by means of the decentralized radio communications device (205) to the centralized data processing facility (100);

    and

    d) when the first plausibility check produces a negative result, not to transmit an error message by means of the decentralized radio communications device (205) to the centralized data processing facility (100) or
    in a no-error message to transmit the predecessor/successor pair of route section codes (s_m-1, s_m+1 or s_n+1) concerned without the first vehicle movement parameter by means of the decentralized radio communications device (205) to the centralized data processing facility (100);

    characterized in that
    the first vehicle movement parameter is at least a piece of driving direction angle information which is dependent on a first angle value (θ_{m n, 1}; Δθ_{m n, 1}) as the first measurement and at least a second angle value (θ_{m n, 2}; Δθ_{m n, 2}) as a second measurement, which was likewise assigned to the predecessor/successor pair of predecessor and successor route section codes (s_m-1, s_m+1 or s_n+1) of the identified predecessor route section (a_m-1) and the identified successor route section (a_m+1 or a_n+1), wherein the first reference parameter is at least a piece of reference travel direction angle information and the first rule is the agreement between at least the driving direction angle information value and the reference driving direction angle information value in the context of a predefined, maximum permitted deviation of the driving direction angle information value from the reference driving direction angle information value.
12. The decentralized data processing facility (200) according to claim 11
    with a decentralized data store (201), in which
    a plurality of reference parameter values which are temporarily stored for a plurality of combinations of predecessor/successor pairs of route section codes (s_i, s_j) in cells of a reference parameter matrix in the form of a table of predecessor route section codes (s i) as column values and successor route section codes (s_j) as line values, or vice versa,
    wherein the decentralized vehicle device is set up,
    to receive at least one changed reference parameter value for a given predecessor/successor pair of route section codes (s_i, s_j) from the centralized data processing facility and to replace the reference parameter value stored hitherto in the decentralized data store for the given predecessor/successor pair of route section codes (s_i, s_j) with the changed reference parameter value.
13. The centralized data processing facility (100) of a toll system,
    which comprises a plurality of decentralized data processing facilities (200),
    each (200_k) of which

    i) is carried in a vehicle (210_k) liable to pay a toll, to which it is assigned, and also

    ii) is configured to capture driving data which are representative of the driving that has taken place over route sections (a_i) liable to payment of a toll in a network of route sections liable to payment of tolls by the vehicle (210 k) liable to payment of a toll and

    iii) has a decentralized radio communications device (205_k) at least for transmitting data to the centralized data processing facility (100) or is coupled to a device of this kind for communications purposes at least temporarily,

    wherein
    at least one of the data processing facilities (100/ 200_k) is configured
    to identify by means of a route section identification program for the processing of driving data when the vehicle concerned (210_k) has driven along the respective route sections (a i) and to record route section codes (s_i) corresponding to the respective route sections (a_i) in the time sequence and/or linked in each case to a time value for when the respective vehicle (210_k) drove along it,
    wherein
    the centralized data processing facility (100) is configured to receiving driving data and/or time-assigned route section codes (s i) from each of the plurality of decentralized data processing facilities (200) and the centralized data processing facility (100) has a centralized data store (101) or is coupled to a device of this kind for communications purposes.at least intermittently, in which at least temporarily a quantity ({Q}) of (Q) sequences of several route section codes (s_i, ... ,s_j) recorded in time sequence, which are each assigned to one of the plurality of decentralized data processing facilities (200), are stored and supplied for processing to the centralized data processing facility,
    wherein the centralized data processing facility is configured

    a) for at least a selected route section code (s_m) or at least a selected row (R_{m n}) of several different route section codes (s m, s_n or s_m, ..., s_n) on route sections (a m, a_n or a_n, ..., a_m) immediately following one another in the route section network

    i) to determine that quantity ({Q_{m n}}) of (Q_{m n}) selected sequences from the quantity ({Q}) of sequences supplied which contain a predecessor route section code (s_m-1) which corresponds to the predecessor route section (a_m-1) immediately preceding the route section (a_m) of the selected route section code (s_m) or the first route section (a_m) of the selected row (R_{m n}) in the network and contain a successor route section code (s_m+1 or s_n+1) which corresponds to the successor route section (a_m+1 or a_n+1) which immediately follows the route section (a_m) of the selected route section code (s_m) or the last route section (a_n) of the selected row (R_{m n}) in the network and

    ii) to determine that quantity ({Q0_{m n}}) of (Q0_{m n}) selected gap sequences from the quantity ({Q_{n m}}) of selected sequences which do not contain the selected route section code (s_m) or the selected row (R_{n m}) of route section codes (s_m, s_n or s_m, ..., s_n);

    b) to check for at least one gap sequence (Q0_{m n} ^(u)) to be investigated of the quantity ({Q0_{m n}}) of selected gap sequences during the course of at least a first plausibility check, to see whether at least a first vehicle movement parameter value,
    which is created or derived from at least a first measurement of the vehicle movement which was captured in connection with the driving data of that decentralized data processing facility (200_k), which is assigned to the gap sequence (Q0_{m n} ^(u)) to be investigated,
    and was assigned to the predecessor/successor pair of route section codes (s_m-1, s_m+1 or s_n+1) of the identified predecessor route section (a_m-1) and the identified successor route section (a_m+1 or a_n+1),
    satisfies at least a first rule in respect of at least a first reference parameter value for the predecessor/successor pair of route section codes (s_m-1, s_m+1 or s_n+1), which is or was stored at
    least temporarily in at least one centralized data store (101) of the centralized data processing facility (100);

    c) when the first plausibility check produces a positive result, to generate an error signal which indicates a possible error;

    and

    d) when the first plausibility check produces a negative result, not to generate a signal or to generate a no-error signal that indicates no error;

    characterized in that
    the first vehicle movement parameter is at least a piece of driving direction angle information which is dependent on a first angle value (θ_{m n, 1}; Δθ_{m n, 1}) as the first measurement and at least a second angle value (θ_{m n, 2}; Δθ_{m n, 2}) as a second measurement, which was likewise assigned to the predecessor/successor pair of predecessor and successor route section codes (s_m-1, s_m+1 or s_n+1) of the identified predecessor route section (a_m-1) and the identified successor route section (a_m+1 or a_n+1), wherein the first reference parameter is at least a piece of reference driving direction angle information and the first rule is the agreement between at least the driving direction angle information value and the reference driving direction angle information value in the context of a predefined, maximum permitted deviation of the driving direction angle information value from the reference driving direction angle information value.

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