EP1630747A2 - Système et méthode de perception des droits de péage - Google Patents

Système et méthode de perception des droits de péage Download PDF

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Publication number
EP1630747A2
EP1630747A2 EP05405502A EP05405502A EP1630747A2 EP 1630747 A2 EP1630747 A2 EP 1630747A2 EP 05405502 A EP05405502 A EP 05405502A EP 05405502 A EP05405502 A EP 05405502A EP 1630747 A2 EP1630747 A2 EP 1630747A2
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EP
European Patent Office
Prior art keywords
data
area
toll
areas
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP05405502A
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German (de)
English (en)
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EP1630747A3 (fr
Inventor
Jürg UHLMANN
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Fela Management AG
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Fela Management AG
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Filing date
Publication date
Application filed by Fela Management AG filed Critical Fela Management AG
Publication of EP1630747A2 publication Critical patent/EP1630747A2/fr
Publication of EP1630747A3 publication Critical patent/EP1630747A3/fr
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
    • G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
    • G07B15/06—Arrangements for road pricing or congestion charging of vehicles or vehicle users, e.g. automatic toll systems
    • G07B15/063—Arrangements for road pricing or congestion charging of vehicles or vehicle users, e.g. automatic toll systems using wireless information transmission between the vehicle and a fixed station

Definitions

  • the invention relates to a method and a device for toll collection in vehicles according to the features of the independent claims.
  • a first example of this is the Swiss system for a performance-based heavy vehicle fee (LSVA) developed and marketed by Fela. They are subject to goods transport vehicles with a total weight of more than 3.5t.
  • a vehicle device to be installed in the toll vehicle by an authorized workshop which is coupled to the tachograph or tachograph, determines the mileage in tkm (tonne-kilometers).
  • the current vehicle parameters such as the number of axles, emission category and total weight can be set on the vehicle unit.
  • the driving performance data is accumulated and stored in the vehicle unit.
  • the monthly stored driving performance data read by means of a smart card from the vehicle unit.
  • the chip cards can be sent periodically by post to the administration of a central IT system for billing, in which the relevant data of the vehicle and the vehicle owner are stored.
  • the data can also be read out by means of a card reader and transmitted electronically to the IT system.
  • Basis of the billing is the travel performance within the area in which the so-called area toll applies.
  • an activation command is transmitted to the vehicle unit by a DSRC communication facility located at the area boundary.
  • the vehicle unit is deactivated when leaving the area toll area.
  • Such communication devices are stationed at every possible border crossing.
  • the activation at the border crossing can also take place by means of a location system such as GPS, in which case geographical information of the border is stored in a memory accessible to the vehicle device. This ensures that fees are charged only within the toll area.
  • a second example of charging on roads is the route toll.
  • certain groups of road users eg trucks
  • charge for the use of certain road sections eg bridges or tunnels
  • certain road networks eg motorway network
  • one or more ticket delivery points can be arranged at each entrance of a toll motorway.
  • Each driver draws a paper ticket from the ticket machine before using the highway.
  • On the paper ticket are entry and entry time in the form of a machine-readable code, for example in the form of punched holes specified.
  • the exits from the motorway are equipped with several paying stations.
  • Each of the paying agencies is provided with a liftable barrier.
  • the ticket is inserted into the slot of a payment machine, whereupon the machine displays the usage fee according to the marking on the ticket.
  • the barrier will be raised so that you can continue your journey.
  • a disadvantage of such toll or toll collection systems is that large areas or storage spaces are required for ticket issues at the motorway entrances and in particular for the paying agents at the exits. For longer motorway routes, additional paying agents are often located directly on the motorway. These need a lot of space. In addition, a sufficiently high number of ticket issuers and paying agents is required, which can even handle large traffic flows at peak times. At least a part of the paying agencies must be operated manually, since there are always situations in which the available means of payment are not suitable for the payment of the required amount. In other words, this means that the cost of land, infrastructure and staff are relatively high in conventional charging systems. On existing highways can no longer be built ticket issuance and paying offices because of the lack of storage space.
  • the respective vehicle position can be determined by means of a positioning system such as GPS and compared with stored geographic data accessible to the vehicle device in order to obtain the necessary information for a charging.
  • the collection of the toll can be done for example by debiting a stored in the vehicle unit, prepaid credit.
  • the Communication devices also query in the vehicle device stored information about the vehicle and the vehicle owner and forward it to a processing center. In this way creditworthy road users can be charged periodically the accumulated fees.
  • toll collection methods and areas can be cumbersome and expensive for owners and drivers of vehicles traveling on multiple such survey areas.
  • procurement and installation of different vehicle equipment can cause high costs.
  • simultaneous installation and / or operation of several vehicle devices for automatic charging in different areas is technically not possible or leads to a confusing device collection.
  • High demands are placed on the driver so that he can operate the different devices correctly.
  • inventive method and the inventive device can be a toll or fee (Both terms will henceforth be treated as synonymous) with little effort by means of only one vehicle device per toll vehicle in several different toll collection areas and / or collected by means of different toll collection methods. Even combinations of different survey methods are possible. Thus, for example, within an area toll area, additional sections such as a toll or an object-related levy underlying tunnels or parking garages may be arranged.
  • the collection and billing in the individual areas can be carried out independently of one another by means of identical or different collection methods, taking account of identical or differing survey parameters, by one or alternatively by a number of survey authorities.
  • Existing toll or toll collection devices can easily be supplemented or replaced by a device operating according to the method according to the invention. If, for example, conventionally the use of a parking garage or a toll highway only By means of a fee-based ticket was possible, at the entrances and exits of the toll zone new or alternative communication devices can be installed with a transmitting and receiving device. These communicate with the detection devices in the vehicles. When a vehicle is entitled to use the zone due to a valid credit or credit requested by such device from the acquisition device, the communication devices cause the barriers to be opened automatically at the entry and exit points. When leaving the zone, the local communication device initiates the debiting of the owed amount in the recording device.
  • the communication device can also query a stored in the detection device, the vehicle owner uniquely identifying contract number and transmit information about the due fee for the purpose of periodic billing using telecommunications equipment such as GPS to a central data processing center of the car park operator.
  • the conventional billing by ticket can be continued in parallel.
  • the detection devices comprise a preferably modular control or software. Parameters and processing routines for additional survey areas and / or procedures may be added or existing parameters and processing programs may be changed or deleted. In particular, the data for different survey areas and / or methods can be processed and stored independently of each other.
  • the survey can be done without disturbing the flow of traffic. A stop or a significant reduction in the speed of the vehicle is not required.
  • a coupling of the vehicle unit with the tachograph or speedometer and / or a satellite-based position detection system such as the American GPS system or the European Galileo system and / or a receiver for receiving positional information from microwave DSRC (Dedicated Short Range Communicaiton) or IR (Infrared) based beacons along the road.
  • the vehicle-side DSRC or IR receiver is designed such that it can receive additional information in addition to or as an alternative to information about the current position of the vehicle.
  • the receiver can receive and evaluate information about the toll collection area in which he is located and / or about the competent authority to collect.
  • Roadside transmitters may provide information corresponding to the vehicle device when entering a toll collection area and / or while in the area and / or leaving the area.
  • the transmitted from the transmitters to the detection or vehicle device data may be dependent on the direction of travel of the vehicle. If such transmitters are located within the toll collection area, it is possible to levy the toll within the area even if the data transmission at the Boundary of the area is not or has not been done correctly, for example, if the roadside transmitter is defective, if the data transmission is disturbed by sources of interference, if the vehicle unit is inactive or if the vehicle enters the area on an unintended route.
  • data processing modules corresponding to the activity areas of different detection zones can be opened or activated and closed or deactivated in the vehicle equipment. Nesting in which multiple toll collection zones are active simultaneously is possible. In some areas toll collection can also be carried out purely on the basis of a satellite-based location system. In this case, in a memory accessible to the vehicle device (eg CD or flash memory), geographical data are stored on the border of these areas and data which uniquely identify the respective area or the survey authority responsible for this area.
  • a memory accessible to the vehicle device eg CD or flash memory
  • the vehicle device can store and process the data collected from the roadside transmitters in different ways.
  • the processing instructions for the data of the different toll collection areas can be stored in the program memory of the vehicle device in a modular manner. The addition, modification and deletion of individual such program modules is possible at any time.
  • the toll collection process ensures extensive equal treatment of different user groups.
  • a disadvantage of individual user groups for example, foreign vehicles or vehicles that rarely use the toll roads or vehicles of other coverage areas can be largely excluded.
  • the toll collection device enables a flexible design of tariffs for road use.
  • a particular toll area may be divided into individual sections, each of which is equipped with a marker transmitter.
  • these tag transmitters provide information about the amount of applicable charges to the collection devices in the vehicles.
  • the tariffs may be different for different sections and / or depending on the time of day and / or vehicle-specific characteristics such as number of axles or emission class of the vehicle.
  • DE 10126345 A1 discloses such a device and such a method. Reference is made in particular to paragraphs 0030 to 0034. In paragraphs 0035 to 0046 and 0047 to 0057, procedures with prepayment and with credit settlement are described in detail.
  • the inventive device can be used in different detection areas with the same or different detection methods. It can the Collection by one or more operating companies or collection authorities.
  • the toll collection device includes components that are autonomous. This ensures that the entire system remains functional in the event of failure or malfunction of individual components.
  • FIG. 1 shows a schematic representation of a base area Z0 which comprises a number of toll or toll-liable areas or zones or areas Z1, Z2,... Z11.
  • a traffic route or road network 1 subject to toll in the areas Z1, Z2,... Z11 is represented by dotted lines which run completely or partially within one or more of the toll zones Z1, Z2,... Z11.
  • the type and amount of fees and their collection may be different in the individual areas Z1, Z2, ... Z11.
  • an area toll can be charged. All roads within the area Z1 are treated the same. For example, for the collection of a toll on tolled vehicles 15, their total mileage in tonne-kilometers (tkm) within area Z1 can be recorded independently of the roads used in area Z1.
  • An arranged in the vehicle 15 vehicle or detection device 13 may be operatively connected to the tachograph of the vehicle 15 for this purpose.
  • one or more fixedly arranged on the vehicle 15 cameras or sensors may be provided (no representation), which detect its relative movement to the stationary environment.
  • a navigation system based on satellites such as GPS or Galileo can be used to determine the position and / or speed and / or the traveled distance of the vehicle 15.
  • the areas Z2 and Z3 can be designed, for example, to levy a route toll, with a toll only being levied on certain selected roads of the road network 1, that is, for example, on the subnetwork of the motorways.
  • FIGS. 2 and 3 show, by way of example, two sections of a track toll area, wherein marking stations 9 are arranged along road sections 7.
  • the survey may be different in Z2 and Z3.
  • the collection of the toll by means of issuing tickets at the entrances and evaluation of these tickets can be done at paying agents at the exits, the amount owed being paid there in cash.
  • so-called electronic tickets or smart tags can be used.
  • information such as a prepaid credit or a code identifying the vehicle 15 or its holder may be stored on the electronic ticket.
  • marker transmitters 9 or communication devices 35 which may be located eg in the area of lanes 3, lanes 5 or side lanes 5 'of sections 7 and / or at driveways E and exits A of the road network 1 (FIGS. 2 and 3), these can Sender transmit or read information to the electronic ticket.
  • a credit stored on the ticket can be reduced by a certain amount or the code identifying the vehicle 15 can be read out by a communication device 35.
  • DSRC microwave transmitters and / or infrared transmitters can be provided.
  • FIG. 7 shows a block diagram of a communication device 35. It comprises a DSRC microwave transmitter, called transmission part 37 for short, a DSRC microwave receiver, called receiver part 39 for short, a data processing unit 41 with a data memory 43 and a telecommunication device, preferably a GSM module 29 ', for data exchange with the central EDP 31 of FIG Collection authority or operating company 33 and a preferably mains-independent power supply with battery 25 'and solar cells 27'.
  • a communication device 35 comprises a DSRC microwave transmitter, called transmission part 37 for short, a DSRC microwave receiver, called receiver part 39 for short, a data processing unit 41 with a data memory 43 and a telecommunication device, preferably a GSM module 29 ', for data exchange with the central EDP 31 of FIG Collection authority or operating company 33 and a preferably mains-independent power supply with battery 25 'and solar cells 27'.
  • the toll may be collected, for example, by means of a satellite-based vehicle position detection system.
  • the detection devices 13 arranged in the toll vehicles 15 determine the respective absolute or relative vehicle position on the basis of the signals from satellites arranged geostationary and / or orbiting the earth and calculate the distances traveled on toll roads 1.
  • the road network 1 can be stored, for example, in digital form in the detection device 13 or on a data carrier readable by the detection device 13.
  • marker transmitter 9 or communication devices 35 may be arranged, which transmit the detection devices 13 in the vehicles 15 signals to start and stop or to carry out the distance detection.
  • the area Z9 can be, for example, a big city, the Area toll lies. In area Z9 a city toll is charged in addition to this area toll.
  • the area Z11 is, for example, a fee-based tunnel which lies within the area Z4 in which a route toll is levied by another operating company 33 or a collection authority.
  • areas Z1, Z2,... Z11 can be defined in which other types of charges are levied, for example, time-dependent fees for driving on bridges, parking fees in a parking garage, transport charges for combined rail transport (loading and transporting cars or trucks on railway carriages ) or when transporting the vehicle by ferry.
  • marker transmitter 9 and communication devices 35 can be arranged on mobile stands, for example, laterally of traffic lanes 5 or on fixed gallows 19 or portals 23 with carrier beams 21 above the lanes 5.
  • the detection devices 13 may, for example, be arranged laterally or in the middle in the region of the upper or lower edge behind the windshield 17 of the vehicles 15.
  • Both the detection devices 13 and the marker transmitters 9 and communication devices 35 may comprise GSM modules 29, 29 '. These enable communication or data exchange with the central EDP 31 of the associated collection authority or operating company 33.
  • FIG. 8 and 9 show in schematic representation a view and a block diagram of an exemplary vehicle or detection device 13 with a display panel 45 and one or more control buttons 47 and / or other controls.
  • This detection device 13 can be only slightly larger than a credit card in a simple embodiment.
  • the supply can be done via a battery 49 with negligible self-discharge, eg via a lithium battery. Alternatively, a supply by the battery or the battery of the vehicle 15 may be provided.
  • a renewal date 50 can be printed on the detection device 13, up to which the battery 49 has to be exchanged or the detection device 13 has to be replaced.
  • an acoustic signal generator 51 is available for communication with the user.
  • the detection device 13 Via a transmitting and receiving module, short S / E module 53, with an attached antenna 55, the detection device 13 can receive signals from Markiersendern 9 and communicate with communication devices 35.
  • the detection device 13 may in another embodiment, an interface for establishing a wired or alternatively a wireless operative connection with the speedometer or other signal generator (no display). This can be designed mechanically or electronically such that the active compound can only be activated by an authorized specialist.
  • the detection device 13 As long as it is not in the transmission or detection range of a marker transmitter 9 or another transmitter operating in the same standardized frequency range of eg 5.8 GHz or 900 MHz, the detection device 13 is in an energy-saving mode. As soon as it enters the transmission range of a marker transmitter 9, it automatically switches to a first mode of operation in which the reception and processing of information is possible. If the detection device 13 enters the transmission range of a communication device 35, it changes to a second operating mode, in which, in addition to receiving and processing, the transmission of information is also possible. Subsequently, after a delay time of a few seconds after leaving the transmission range, the detection device 13 changes back into the energy-saving mode.
  • the device 13 can also be "awakened” periodically, for example, from the energy-saving mode in order to determine the respective position.
  • the software for controlling all functions of the detection device 13 is stored non-volatile and changeable in a program memory 57 or a central processing unit CPU. This means that the program is retained if there is no power supply or if interference signals occur. If necessary, the program or individual program modules can be replaced by a new program or by new program modules.
  • the programming of the CPU 57 can, for example, be done wirelessly via the interface of the S / E module 53.
  • the software of the detection device 13 can be partially or completely updated or supplemented with new program modules at specially trained communication devices 35.
  • an optical or line-bound interface or a data transmission over the GSM module 29 'for the programming of the CPU 57 may be provided.
  • the CPU 57 is connected to the display panel 45, the operation keys 47, the battery 49, the signal generator 51, the GSM module 29 and the S / E module 53.
  • Another connection consists of a nonvolatile storage medium or data memory 59, eg a flash memory or EEPROM.
  • a nonvolatile storage medium or data memory 59 eg a flash memory or EEPROM.
  • keys 60 for example 4 to 8 generations of keys 60, for uniquely identifying legitimate senders, for example, tag transmitters 9 or transmitters of communication devices 35, and one or more authentication codes 61, with which the capture device 13 faces a communication device 35 clearly identified as an authorized participant stored.
  • identification codes 80 or comparison values for the identification codes 80 be deposited. From these, the associated survey areas Z1, Z2,... Z11 and / or the associated survey authorities 33 can be derived in a unique manner.
  • Certain data such as keys 60 or authentication codes 61, may also be stored in data memory 59 when the CPU 57 is programmed.
  • data 62 can be stored in the data memory 59, which are important for toll collection in different survey areas Z1, Z2,... Z11.
  • Such data can be transmitted via interfaces, such as the S / E module 53 or the GSM module 29 from the outside into the detection device 13 and / or calculated within the detection device 13.
  • Contractual status for toll settlement with one or more operating companies 33, amounts of prepaid charges, tolls debited from prepaid credit, provisional and definitive balance and number of kilometers driven (advance payment), provisional and definitive number of kilometers driven since then last billing (with loan settlement).
  • provisional values may be calculated within a survey area Z3 on the basis of information received by the detector 13 from marker transmitters 9. They can be used for the information of the driver during the use of the road 1.
  • the definitive values will be off Safety considerations transmitted only by communication devices 35 when leaving the road network 1 to the detection device 13 and are encrypted. Of course, definitive values can also be calculated directly.
  • Further data 62 that can be stored in the data memory 59 are, for example vehicle weight or volume, emission or emission class of the vehicle 15, license plate or number plate of the vehicle 15, current number of axles of the vehicle 15.
  • data sets 62 i are stored, which are related to the passage of individual sections 7.
  • the stored section numbers or recognition codes of the traveled sections 7 can be associated, for example, with associated data such as route length, date and time of the journey as well as tariff information, which apply at the time of the respective section 7 for the associated vehicle 15.
  • a tariff class can be defined by value ranges of a parameter or a combination of value ranges of several parameters.
  • a parameter for example, location, time, weight, volume, number of axles and noise or exhaust emissions of a vehicle 15 may be mentioned.
  • the number of axles of a vehicle 15 may change depending on whether a trailer is attached to the towing vehicle 15 or not. For example, when trailers are suspended or suspended at a rest area, the number of axles of a vehicle 15 may change even if it does not leave the toll road network 1. The number of axles can therefore be set or changed on the detection device 13 by the driver with the control key 47 and is displayed in the display field 45.
  • the exhaust or emission class of a vehicle 15 can be defined, for example, based on the information in the official vehicle documents, with up to six classes can be distinguished. It is in the nature of the invention that the storage or storage of data in the data memory 59 takes place in such a way that it unambiguously reveals the associated survey area Z1, Z2,... Z11 and / or the associated collection authority 33. For different survey areas Z1, Z2,... Z11, different memory address ranges may be provided, for example. Alternatively, the data to be stored can be linked to the digitized codes for the associated survey areas Z1, Z2,... Z11 in such a way that, for example, the first or last ten digits represent the associated survey area Z1, Z2,... Z11.
  • transmitters are arranged in each of the elevation areas Z1, Z2,... Z11, in particular at the area boundaries, for example marker transmitters 9 or transmitters of communication devices 35, which also include a receive section 39 for receiving signals from the capture devices 13.
  • the transmitters send periodically, for example with or without short breaks dt 1 information packets 75 ( Figure 10) from.
  • Each information packet 75 begins with a start sequence 77, which marks the beginning of the data transmission, followed by an authorization sequence 79, which uniquely identifies the marker transmitter 9 as a permissible marker transmitter 9.
  • This is followed by a multi-digit identification code 80, from which the associated survey area Z1, Z2,... Z11 and / or the survey authority 33 can be derived unambiguously.
  • identification codes 80 can be assigned, for example, by an international contracting authority in analogy to IP addresses.
  • the identification code 80 may alternatively also be part of the authorization sequence 79, for example.
  • an identification code with a section number 81 follow, which clearly define the marker transmitter 9 and thus the associated section 7 of the road network 1 within the area Z1, Z2,... Z11.
  • the identification code may be formed in an alternative embodiment of the invention so that it has the same function of the identification code 80.
  • indications which are relevant in the area of this marker transmitter 9 can be transmitted.
  • a termination sequence 85 identifies the end of the information packet 75.
  • the information block 83 may include, for example in the survey area Z3 for a route toll, the following information: Route length 87 of the associated section 7 and charge or tariff information 89 for all specified tariff classes, ie, for example, for all combinations of axle classes and exhaust gas classes.
  • the tariff information 89 can also be made by one value for each of the parameters of the tariff classes.
  • the information block 83 may also contain information about the current date and time (not shown in FIG. 10).
  • the identification codes 80 can be hierarchically graduated so that nesting of different survey areas Z1, Z2,... Z11 is possible, with the associated higher-level identification codes 80 automatically resulting from a subordinate identification code 80.
  • a detection device 13 receives a readable signal with an identification code 80, it checks whether the processing instructions or program modules and data for the associated survey areas Z1, Z2,... Z11 are stored in the program memory 57 or data memory 59. If this is not the case, the driver is requested, for example via a message on the display 45 of the detection device 13 to update the software. A corresponding request can also be made if the acquisition device 13 does not store the latest software version. This can be determined for example via a checksum.
  • the data transmitted by the transmitting section 37 are further processed in the detection device 13 in accordance with the instructions of these activated processing rules.
  • the detection device 13 stores the data transmitted by the transmission part 37 and / or data obtained by further processing of these data, such as the cumulated owed amount within an active route toll area Z1, Z2,... Z11 in the data memory 59 in such a way that a unique assignment to the associated active elevation area Z1, Z2, ... Z11 is possible.
  • a status bit may be provided which, for example, changes the status for this area Z1 from passive to active when the vehicle 15 enters the survey area Z1 and the associated routine for processing the data in accordance with the specifications for this Area toll area Z1 activated.
  • the sender stationed at the area boundary and effective only in the area of the exit lanes or in the exit direction transmits, in an anologic manner, a deactivation bit for the previously traveled area Z1.
  • the communication protocols can also be defined in a different way than was previously described. This also applies to the data to be transmitted in the information block 83. For example, when entering a parking garage, the start time and a daily staggered fee table and at the Exit the end time of the parking period are transmitted to the detection device 13. From this, the associated routine in the detection device 13 calculates the parking fee owed.
  • detection devices 13 according to the invention for toll and fee collection can be used in a plurality of collection areas Z1, Z2,... Z11.
  • the collection of charges for the respective area Z1, Z2,... Z11 is automatically stopped or interrupted or activated.
  • an inserted into the detection device 13 cash card can be used with a prepaid balance or in a similar manner, a credit card for billing.
  • the vehicle driver at the detection apparatus 13 can set or change the desired survey manner, respectively.
  • the detection device 13 may further comprise a visible from outside of the vehicle 15 fault indication (no representation). If the detection device 13 determines that there is an error on the basis of the detected information, then the fault indication may be e.g. make visible by displaying a glowing fault sign.

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Business, Economics & Management (AREA)
  • Finance (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
EP05405502A 2004-08-31 2005-08-31 Système et méthode de perception des droits de péage Withdrawn EP1630747A3 (fr)

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EP1630747A2 true EP1630747A2 (fr) 2006-03-01
EP1630747A3 EP1630747A3 (fr) 2006-11-02

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Cited By (9)

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DE102005055835A1 (de) * 2005-11-23 2007-05-24 Siemens Ag Verfahren zum Betreiben einer mobilen Detektionseinheit (OBU) in Geltungsbereichen unterschiedlicher Mauterfassungssysteme
DE102006020191A1 (de) * 2006-05-02 2007-11-08 Siemens Ag Mauterfassungsgerät und Mautsystem
EP1944736A1 (fr) * 2007-01-12 2008-07-16 Brisa-Auto-Estradas de Portugal S.A. Système multiservice de paiement sans fil pour des véhicules
EP2043051A1 (fr) * 2007-09-21 2009-04-01 Deutsche Telekom AG Procédé de détermination du tarif routier en fonction de la distance à l'aide d'un agencement composé d'un terminal de véhicule et d'une centrale de service
EP2242024B1 (fr) 2009-04-14 2015-02-25 Kapsch TrafficCom AG Procédé, composants et systèmes de production de transactions de péage
US9196099B2 (en) 2007-09-28 2015-11-24 Continental Automotive Gmbh Tachograph, toll onboard unit, display instrument, and system
EP3038062A1 (fr) * 2014-12-23 2016-06-29 Toll Collect GmbH Procédé et dispositifs de véhicule pour communication DSRC
EP2608154A3 (fr) * 2011-12-23 2017-10-11 Continental Automotive GmbH Procédé destiné à la détection de péage
EP3132648B1 (fr) 2014-04-14 2019-06-12 Continental Teves AG & Co. OHG Procédé de traitement d'un message de véhicule à x, module de communication de véhicule à x et support de stockage

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EP0802509A2 (fr) * 1996-04-20 1997-10-22 Robert Bosch Gmbh Procédé de taxation automatique de péage routier
DE10104499A1 (de) 2001-01-31 2002-08-14 Daimler Chrysler Ag Strassengebührenerfassungssystem

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EP0802509A2 (fr) * 1996-04-20 1997-10-22 Robert Bosch Gmbh Procédé de taxation automatique de péage routier
DE10104499A1 (de) 2001-01-31 2002-08-14 Daimler Chrysler Ag Strassengebührenerfassungssystem

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005055835A1 (de) * 2005-11-23 2007-05-24 Siemens Ag Verfahren zum Betreiben einer mobilen Detektionseinheit (OBU) in Geltungsbereichen unterschiedlicher Mauterfassungssysteme
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DE102006020191A1 (de) * 2006-05-02 2007-11-08 Siemens Ag Mauterfassungsgerät und Mautsystem
EP1944736A1 (fr) * 2007-01-12 2008-07-16 Brisa-Auto-Estradas de Portugal S.A. Système multiservice de paiement sans fil pour des véhicules
EP2043051A1 (fr) * 2007-09-21 2009-04-01 Deutsche Telekom AG Procédé de détermination du tarif routier en fonction de la distance à l'aide d'un agencement composé d'un terminal de véhicule et d'une centrale de service
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EP2242024B1 (fr) 2009-04-14 2015-02-25 Kapsch TrafficCom AG Procédé, composants et systèmes de production de transactions de péage
EP2608154A3 (fr) * 2011-12-23 2017-10-11 Continental Automotive GmbH Procédé destiné à la détection de péage
EP3132648B1 (fr) 2014-04-14 2019-06-12 Continental Teves AG & Co. OHG Procédé de traitement d'un message de véhicule à x, module de communication de véhicule à x et support de stockage
US10952042B2 (en) 2014-04-14 2021-03-16 Continental Teves Ag & Co. Ohg Method and apparatus for processing vehicle-to-X communications
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