EP1768070B1 - Procédé et dispositif destinés à la détermination d'un moment pour l'établissement automatique d'une connexion - Google Patents

Procédé et dispositif destinés à la détermination d'un moment pour l'établissement automatique d'une connexion Download PDF

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Publication number
EP1768070B1
EP1768070B1 EP20060118632 EP06118632A EP1768070B1 EP 1768070 B1 EP1768070 B1 EP 1768070B1 EP 20060118632 EP20060118632 EP 20060118632 EP 06118632 A EP06118632 A EP 06118632A EP 1768070 B1 EP1768070 B1 EP 1768070B1
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EP
European Patent Office
Prior art keywords
connection
time
board unit
time point
background system
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.)
Not-in-force
Application number
EP20060118632
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German (de)
English (en)
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EP1768070A2 (fr
EP1768070A3 (fr
Inventor
Julius Petroczi
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Siemens AG
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Siemens AG
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Priority to SI200631940T priority Critical patent/SI1768070T1/sl
Publication of EP1768070A2 publication Critical patent/EP1768070A2/fr
Publication of EP1768070A3 publication Critical patent/EP1768070A3/fr
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Publication of EP1768070B1 publication Critical patent/EP1768070B1/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
    • G07B15/02—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points taking into account a variable factor such as distance or time, e.g. for passenger transport, parking systems or car rental systems
    • 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
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C11/00—Arrangements, systems or apparatus for checking, e.g. the occurrence of a condition, not provided for elsewhere

Definitions

  • the invention relates to a method and a device for determining a point in time for the independent establishment of a connection from a vehicle-mounted, phase-operated on-board unit to a background system of a toll system and an on-board unit with such a device.
  • Tolling systems in particular automatic tolling systems, are based on the fact that the distances traveled and toll road are recorded and the toll collection data determined with the registration are used. With the toll bill, finally, a fee is calculated, which is charged for driving on the toll roads in total.
  • automatic toll systems the detection of the traveled routes is carried out in an automatic, that is in a self-contained manner, which generally depends on the toll system.
  • Vehicles whose vans are tolled are equipped with an on-board unit for the purpose of automatic vehicle tracking, which records the routes traveled and transmits the collected data to a background system of the toll system.
  • these on-board units are also referred to as "OBU", OBU stands for the term "On Board Unit”. This term and thus also its abbreviation OBU is meanwhile a fixed technical term for a specialist for automatic toll systems.
  • Automatic toll systems thus consist of the above-mentioned OBUs and a background system which operates a data exchange with the OBUs.
  • the data exchange takes place in a wireless manner. It has enforced a radio-based transmission because of its advantages over data-carrier-based or even wired transmission paths.
  • One of the advantages of the radio-based Transmission paths is their spatial independence.
  • disadvantages are also associated with the advantages, which are, for example, within the range of the radio signals. Therefore, a radio transmission path that is available in many countries of the world is used to transmit the data. This is the case, for example, in the case of a mobile radio network.
  • GSM Global System for Mobile Communication
  • the data transmission is not done constantly in a held while driving connection. On the contrary, it has proved advantageous to carry out the data transmission during a connection established from time to time. After successful data transfer, the connection is terminated.
  • the timing and timing of the connection setup are basically variable.
  • a partial function of the OBUs is thus to establish the connection to the background system and to transmit the data at a predetermined time, for example once during a day.
  • the OBUs are configured such that the times for establishing a connection are not the same for all OBUs, for example the connection establishment times are subject to statistical equal distribution. This is to ensure that the burdens of the background system and the mobile radio system are evenly distributed.
  • it is not always possible to establish a connection at the predetermined time either because no cellular connection is possible or because the OBU is out of service because the vehicle is also out of service. If the OBU can not establish a connection at the predetermined time, then The OBU establishes the connection when this is technically possible again, that is, when there is sufficient network coverage to establish a mobile connection or when the vehicle has been put back into service.
  • a toll collection system is known in which various criteria are defined for the transmission of data from an OBU to a background system via a GSM connection.
  • OBU data is sent when a specified shipping limit is reached or when a parameterized period is exceeded.
  • the same data is sent again if the OBU does not receive a receipt from the central office.
  • a method for reducing the load of a mobile network by an automatic toll collection system is in the DE 44 44 142 C1 described.
  • only individual vehicles are optically detected to control non-or Falschiereern at a control point, which must acknowledge their payment via the mobile network after the control point.
  • Some types of vehicles are subject to a time-limited driving ban in the context of traffic regulations.
  • a driving ban exists, for example, in Germany for trucks of sprinklernah- and long-distance freight. It is valid in the period from Saturday evening 22.00 clock to Sunday evening 22.00 clock and on public holidays until 22.00 clock. That is, during this period, a large number of toll vehicles is out of service. As a result, their OBUs are also out of service and do not connect to the background system of the toll system. With the end of the ban on Sunday evening at 22.00 clock, a large number of vehicles and OBUs are put back into operation. Thus, the desired statistical equal distribution of the utilization of the background system as well as the statistical equal distribution of the utilization of the mobile network is no longer given. A peak load is therefore required for both systems.
  • Such a peak load can also be observed for individual days.
  • many vehicle drivers start their work and put vehicles and OBUs into operation.
  • OBUs whose predetermined time for connection establishment lie in the time windows that are characterized by standstill, establish the connection to the background system after a resumption of operation.
  • This is disadvantageous because the background system and also the mobile radio system should be dimensioned so that these peak loads are processed without disturbances or delays. This leads to a high investment volume in the production of the background system and the mobile radio system.
  • the inventive method is based on the features described below.
  • An onboard vehicle unit hereafter referred to as OBU, must systematically establish at intervals from one another either regularly or irregularly a connection to the background system of the toll system. This should be done within predetermined time periods.
  • a suitable time for independent Establishment of a connection determined by the on-board unit with the background system. This is done in such a way that the time of the connection setup during a current operating phase is determined as a function of a duration of a previous operating phase of the OBU.
  • the OBU required for carrying out such a method comprises a device for determining a point in time for the independent establishment of a connection from a vehicle-mounted, phased-operated on-board unit to a background system of a toll system.
  • an OBU embodied in this way comprises an operating time determination device which is designed, for example, as a timer or clock and is provided with an interface in order to detect the events of the switching on and off, and thus the operating time, of the on-board unit.
  • an OBU configured in this way comprises a memory device for storing the values of the time duration of the operating phases of the on-board unit and a point-of-time calculation unit for calculating the time of the connection establishment as a function of a duration of a preceding operating phase of the on-board unit.
  • the operating times of the OBU coincide with the operating times or the operating phases of the respective vehicle.
  • the operating phases of the OBU are usually coupled with switching on the ignition of the vehicle.
  • turning on the ignition will cause the OBU to turn on and turning off the ignition will consequently stop the operation of the OBU.
  • the operating hours of the OBU should match the travel times of the vehicle, that is, when a vehicle is in motion, the OBU should be safely in operation.
  • a particularly advantageous embodiment provides for the determination of the time for autonomous construction of the connection to consider several previous operating phases.
  • the OBU has a memory device for storing the values of the duration of several operating phases.
  • Multiple means that not only the last operating phase is taken into account, but, for example, a number of n preceding operating phases are used to determine the time to establish a connection with the background system.
  • the storage device is designed so that the most recent value, i. H. the operating time of the last operating phase, the oldest value displaced from the memory device, so that always current values are stored in the memory device. This is particularly advantageous when the operating times of a vehicle change due to different uses of long operating times to short operating times.
  • a further advantageous embodiment of the invention provides to form a statistical value from the set of the determined and stored operating phases.
  • statistical values the arithmetic mean, but also other values, such as the median of the set of all stored in the storage device operating periods, find useful use.
  • the invention provides for a predeterminable number of maximum and / or minimum values, i. minimum and maximum operating periods, to exclude from the calculation.
  • the average duration of the operating phases z For example, the upper and lower extreme values can be described as outliers.
  • the number of extreme values to be excluded from the calculation can either be predetermined in the OBU or predeterminable for all OBUs by a system administrator of the background system. As a result, the system administrator has an influence on the calculation of the mean values of the operating phases and thus also on the distribution of the times of the connections for the data transmission of the OBUs.
  • An advantageous embodiment of the invention provides to determine the exact time for independent establishment of the connection with the background system according to a statistical distribution, which depends on the duration of the previous operating phase, preferably of several previous operating phases. For this purpose, for example, a Gaussian normal distribution is preferred.
  • the time for autonomous establishment of the connection within a time window is within the current operating phase, which is determined as a function of the duration of the preceding operating phase (s) according to a predetermined or predeterminable rule.
  • Predeterminable rules for determining the time within such a time window as well as predeterminable rules can be provided for determining how such a time window is to be determined.
  • the above-mentioned point-in-time calculation unit must be constructed in such a way as to determine the time window on the basis of predetermined rules and to determine a time in the time window.
  • the calculation rules are predeterminable by the system administrator of the background system and are used during an existing radio connection z. B. transferred to the OBU for the next contact. Alternatively, the calculation rules are fixed in the background system or in each device for determining the connection establishment time or the OBU.
  • An example of the last variant is to place the time of the connection establishment with the background system in a window, which comprises the third quarter of the average operating time. It is likewise provided for the system administrator of the background system to make such fixed settings for all OBUs jointly or in each case for individual selected OBUs in order to give the system administrator an opportunity to influence the calculation of the connection time at least in a statistical manner.
  • connection time can in principle be made according to any distribution. Preferably, however, it takes place after an equal distribution. Ie.
  • Each time calculation unit for the respective OBU determines the time of connection establishment within this time window according to a random principle on which a statistical equal distribution is based. Nevertheless, a reduction in the peak loads for the background system can still be achieved via the set of all OBUs, even if a large number of OBUs have similar start times and operating times.
  • the time of the connection establishment in dependence on a current time of day and / or a current calendar day and / or a current position and / or route is determined.
  • the relative time window of the statistical value or the arithmetic mean of the time duration becomes the operating phases and / or the number of maximum and minimum values of the duration of the operating phases for certain days of the week. This is given an advantageous consideration of the different behavior of the driver on different days of the week. For example, on Sundays and public holidays there are completely different working hours and working rhythms compared to weekdays. A typical example of this is the start of the journey one hour before a weekend driving ban.
  • An OBU with an average operating time of 4 hours will most likely not connect to the background system during the one-hour drive because the calculation basis is 4 hours of operation.
  • the calculation bases are adapted to the days of the week, places and times of day, an OBU based on this information will establish the connection to the background system within the expected operating hour before the weekend driving ban.
  • further specifications of the background system are preferably taken into account, such. For example, specify that the OBU should contact the background system only once within a specific time period (for example, once every 24 hours).
  • the calculation rules may be temporarily modified if necessary for a concrete determination of a connection establishment.
  • connection between the OEU and the background system can, in principle, take place via any radio interface. However, if this - as described above - a mobile network used, a greater location independence is comparable given small transmission power of the OBUs, as this is possible with other radio links.
  • the method and apparatus for determining a time for self-establishment of connection are described. It is therefore advantageous to incorporate this device directly into a vehicle on-board unit for a toll system, i. H. into an OBU, to integrate.
  • An on-board unit equipped in this manner advantageously comprises a toll collection device, a transmission device for transmitting collected toll data to the background system, and a receiving device for receiving control data from the background system.
  • the inventive device for determining a connection establishment time but also as a separate unit, for. B. be designed for connection to a conventional OBU or to retrofit.
  • FIG. 1 shows a schematic representation of a vehicle 1 with an on-board unit or OBU 2, which is arranged in the vehicle.
  • the OBU 2 is electrically connected to a power supply network 3 of the vehicle and obtains the necessary for the operation of the OBU electrical energy from this power grid 3.
  • an electromechanical switching element 4 for example, the present in each vehicle ignition switch, with the vehicle and the OBU in Operation set.
  • the OBU 2 establishes a radio link 6 to a background system 7 of a toll system.
  • the radio link is made in the illustrated embodiment via a cellular network 13, for example, a GSM network.
  • FIG. 2 are subcomponents of the FIG. 1 in a schematic representation in turn shown with their individual subcomponents.
  • the power supply network 3 of the vehicle 1 is connected via the ignition switch 4 to the OBU 2.
  • the OBU 2 is connected by means of a bidirectional connection to a device 8 for determining a time for the independent establishment of a connection.
  • This records the operating times by means of an operating time determination device 9 and stores these "operating time values" in a memory device 10.
  • the memory device 10 accumulates these values until a predetermined number of values are stored in the memory device 10. Then, according to a "first-in-first-out" methodology, the removal of the oldest operating-time values in the time-domain of the storage takes place from the memory device 10.
  • the device 8 for determining the connection establishment time comprises a time point calculation unit 11. This first determines, using the operating time values stored in the memory device 10, a statistical value for a statistically expected travel time of the vehicle 1 and thus also the operating time of the OBU 2 In the present example, the statistical value is calculated as the arithmetic mean of n previous operating time values. In order not to distort the statistical value by extreme values that do not represent the mass of the operating time values, the values of the shortest and the values of the longest operating periods are excluded from the calculation of the statistical value. On the basis of the mean value, which represents the expected operating time, a time window is then determined relative to the start time of the current operating phase, in which the time of connection should be. With the help of a random number generator 12, an arbitrary time is selected within this time window.
  • the device 8 for determining the connection time with the background system 7 transmits to the OBU 2 the information about the determined time. With the receipt of this information, the OBU 2 establishes the connection at the time determined independently.
  • the OBU further comprises a toll collection device 20. This records during the operation of the OBU 2 and the vehicle 1 the tolled roads traveled by the vehicle 1. After a successful connection establishment with the background system 7, the OBU transmits this collected information to the background system of the toll system by means of a transmission device 2b.
  • the OBU receives control data from the background system 7 via a receiving device 2c arranged in the OBU 2.
  • a system administrator of the background system can transmit calculation bases relating to the calculation of the time of connection establishment to certain or to all OBUs.
  • the device 8 is shown spatially separated from the OBU 2.
  • the device 8 can also be integrated without restriction in its function in the OBU 2.
  • the illustrated variant with a device 8 arranged outside the OBU 2 is advantageous, for example, for retrofitting actions on OBUs 2 already manufactured and mounted in vehicles 1.
  • FIG. 3 an exemplary frequency distribution of start-of-operation events N B of toll vehicles 1 over the course of 24 hours of a normal working day is shown. Show this FIG. 3 the problem of peak loads, which are triggered by OBUs 2, which do not determine the time for independent establishment of a connection with the background system 7 by the method according to the invention, but establish the connection with the background system 7 after the start of operation of the OBU 2.
  • the load of the communication network used to establish the connection corresponds to as well as the burden of the background system 7 even this graph.
  • the in the FIG. 4 shown distribution curve shows a statistical frequency distribution of the average operating time t B of an exemplary set of vehicles 1.
  • the driving time of a vehicle 1 ranges from very short trips mostly in local transport to very long trips mostly in long-distance traffic.
  • the values plotted on the vertical axis in the graph represent the number N F of the vehicles with the respective average operating time t B.
  • FIG. 5 shows in comparison to FIG. 3 exemplifies the effect of the method according to the invention in the course of a normal weekday.
  • FIG. 6 shows an example of a schematic sequence of the method according to the invention.
  • a start of operation marks the starting point of the method in step I.
  • step II then takes place a determination of the duration of the last trip on the basis of previously stored events "start of journey" and "end of travel".
  • the determined last operating time value is passed in step III of the operating time determination device 9 to the memory device 10 for the purpose of storage.
  • the time calculation unit 11 determines in step IV from the currently stored operating time values the arithmetic mean value and calculates in step V therefrom the time for a connection establishment in the course the current operating phase according to the above-explained rules.
  • step VI a timer is then set, which initiates the connection recording at the time determined.
  • step VII the connection is established. If the current operating phase is terminated before the connection is established, the method is carried out again after the resumption of operation and establishes a connection in the next operating phase.
  • FIGS. 7 and 8th show examples of vehicles with short service lives ( FIG. 7 ) and with long service lives ( FIG. 8 ), which results are achieved for a value set of operating periods.
  • the example calculations in the FIGS. 7 and 8th use the exclusion of maximum and minimum values, which excludes extreme values, which are not representative of the vehicle, from averaging.
  • the time window used is the third quarter of the average operating time determined. Within this time range, a random equal distribution is followed by a random determination of the time for establishing a connection.
  • the results from the exemplary calculations are in graphical form in the FIG. 9 shown.
  • the arithmetic mean values t B , k , t B , l of the operating times for the vehicle with the short (index k) and with the long (index 1) operating time are shown in dashed form.
  • the time windows Z k , Z l of the third quarters of the average operating times t B , k , t B , l selected within these operating times for connection establishment are shown in solid lines.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Business, Economics & Management (AREA)
  • Finance (AREA)
  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Traffic Control Systems (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Claims (14)

  1. Procédé de détermination d'un moment pour l'établissement automatique d'une connexion entre une unité embarquée (2) fonctionnant par phase placée dans un véhicule (1) et un système d'arrière-plan (7) d'un système de péage, dans lequel le moment de l'établissement de la connexion est déterminé pendant une phase de fonctionnement en cours en fonction d'une durée d'une phase de fonctionnement précédente de l'unité embarquée (2).
  2. Procédé selon la revendication 1,
    dans lequel les phases de fonctionnement de l'unité embarquée (2) incluent au moins les temps de trajet du véhicule (1).
  3. Procédé selon l'une des revendications 1 ou 2,
    dans lequel plusieurs phases de fonctionnement précédentes sont prises en compte pour la détermination du moment de l'établissement automatique de la connexion.
  4. Procédé selon la revendication 3,
    dans lequel une valeur statistique est déterminée à partir de la durée des phases de fonctionnement précédentes, et cette valeur statistique est utilisée pour la détermination du moment de l'établissement automatique de la connexion.
  5. Procédé selon la revendication 4,
    dans lequel la moyenne arithmétique de la durée des phases de fonctionnement est déterminée comme valeur statistique.
  6. Procédé selon la revendication 4 ou 5,
    dans lequel un nombre prédéterminable de valeurs maximales et de valeurs minimales de la durée des phases de fonctionnement sont exclues de la détermination de la valeur statistique.
  7. Procédé selon l'une des revendications 1 à 6,
    dans lequel le moment de l'établissement automatique de la connexion est déterminé de manière aléatoire selon une distribution dépendante de la durée de la ou des phases de fonctionnement précédentes.
  8. Procédé selon l'une des revendications 1 à 7,
    dans lequel le moment de l'établissement automatique de la connexion est situé à l'intérieur d'une fenêtre de temps (Zk, Zl) à l'intérieur de la phase de fonctionnement en cours, fenêtre qui est déterminée en fonction de la durée de la ou des phases de fonctionnement précédentes au moyen d'une règle prédéterminée ou prédéterminable.
  9. Procédé selon la revendication 8,
    dans lequel le moment de l'établissement automatique de la connexion est situé dans la fenêtre de temps conformément à une distribution uniforme aléatoire.
  10. Procédé selon l'une des revendications 1 à 9,
    dans lequel le moment de l'établissement de la connexion est déterminé en outre en fonction d'une heure actuelle et/ou d'un jour actuel et/ou d'une position actuelle et/ou d'un itinéraire actuel.
  11. Procédé selon l'une des revendications 1 à 10,
    dans lequel l'unité embarquée (2) établit une connexion avec le système d'arrière-plan (7) du système de péage via un réseau de radiocommunication mobile (13).
  12. Dispositif de détermination d'un moment pour l'établissement automatique d'une connexion entre une unité embarquée (2) fonctionnant par phase placée dans un véhicule (1) et un système d'arrière-plan (7) d'un système de péage comprenant
    - un moyen (9) de détermination de temps de fonctionnement,
    - un moyen de mémoire (10) pour mémoriser les valeurs de la durée des phases de fonctionnement de l'unité embarquée (2),
    - une unité de calcul (11) pour calculer le moment de l'établissement de la connexion en fonction d'une durée d'une phase de fonctionnement précédente de l'unité embarquée (2).
  13. Unité embarquée (2) de véhicule pour un système de péage comprenant un dispositif selon la revendication 12 de détermination d'un moment pour l'établissement automatique d'une connexion entre l'unité embarquée (2) et un système d'arrière-plan (7) du système de péage.
  14. Unité embarquée selon la revendication 13 comprenant
    - un moyen (2a) de détection de péages,
    - un moyen d'émission (2b) pour envoyer des données de péage détectées au système d'arrière-plan (7) et
    - un moyen de réception (2c) pour recevoir des données de commande du système d'arrière-plan (7).
EP20060118632 2005-09-27 2006-08-09 Procédé et dispositif destinés à la détermination d'un moment pour l'établissement automatique d'une connexion Not-in-force EP1768070B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI200631940T SI1768070T1 (sl) 2005-09-27 2006-08-09 Postopek in priprava za določanje trenutka za samodejno vzpostavitev povezave

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200510046185 DE102005046185B4 (de) 2005-09-27 2005-09-27 Verfahren und Einrichtung zur Bestimmung eines Zeitpunktes zum selbständigen Aufbau einer Verbindung

Publications (3)

Publication Number Publication Date
EP1768070A2 EP1768070A2 (fr) 2007-03-28
EP1768070A3 EP1768070A3 (fr) 2009-12-02
EP1768070B1 true EP1768070B1 (fr) 2015-03-25

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EP (1) EP1768070B1 (fr)
DE (1) DE102005046185B4 (fr)
DK (1) DK1768070T3 (fr)
HU (1) HUE026252T2 (fr)
SI (1) SI1768070T1 (fr)

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Publication number Priority date Publication date Assignee Title
US8582499B2 (en) * 2007-12-26 2013-11-12 General Motors Llc Method for controlling the timing of wireless communications involving telematics-equipped vehicles
DK2431945T3 (da) 2010-09-17 2013-06-24 Kapsch Trafficcom Ag Fremgangsmåde og køretøjsapparat til radiokommunikation i et gadeafgiftssystem

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SE9201864D0 (sv) * 1992-06-17 1992-06-17 Saab Scania Combitech Ab System foer informationsoeverfoering med flera transpondrar
DE4444142C1 (de) * 1994-12-12 1996-04-04 Ant Nachrichtentech Verfahren und Anordnung zum Ermitteln von Fahrzeugen, die eine erhobene Gebühr nicht ordnungsgemäß entrichtet haben
EP1150238A1 (fr) * 2000-04-27 2001-10-31 Häni Prolectron Ag Procédé de traitement des conflits d'accès dans un système de détection sans fil
DE10104499A1 (de) * 2001-01-31 2002-08-14 Daimler Chrysler Ag Strassengebührenerfassungssystem
AT411500B (de) * 2001-06-12 2004-01-26 Siemens Ag Oesterreich Duales mautsystem
DE10136603A1 (de) * 2001-07-16 2003-02-06 Deutsche Telekom Ag Verfahren und System zur telekommunikationsgestützten Entrichtung und Abrechnung von Gebühren
CA2513909A1 (fr) * 2003-01-22 2004-08-05 Francotyp-Postalia Ag & Co. Kg Procede et dispositif de transmission de donnees mobile
DE102004008834A1 (de) * 2004-02-09 2005-08-25 Kartenhaus Kollektiv Grafische Dienste Gmbh Verfahren und System zur Erfassung von Mautdaten

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SI1768070T1 (sl) 2015-08-31
EP1768070A2 (fr) 2007-03-28
EP1768070A3 (fr) 2009-12-02
DE102005046185B4 (de) 2011-06-30
DK1768070T3 (en) 2015-05-04
HUE026252T2 (hu) 2016-06-28
DE102005046185A1 (de) 2007-04-05

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