EP2360647B1 - Procédé de détection de passages de véhicules - Google Patents

Procédé de détection de passages de véhicules Download PDF

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Publication number
EP2360647B1
EP2360647B1 EP10450005A EP10450005A EP2360647B1 EP 2360647 B1 EP2360647 B1 EP 2360647B1 EP 10450005 A EP10450005 A EP 10450005A EP 10450005 A EP10450005 A EP 10450005A EP 2360647 B1 EP2360647 B1 EP 2360647B1
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EP
European Patent Office
Prior art keywords
entry
identifier
data
exit
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.)
Not-in-force
Application number
EP10450005A
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German (de)
English (en)
Other versions
EP2360647A1 (fr
Inventor
Oliver Nagy
Alexander Abl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kapsch TrafficCom AG
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Kapsch TrafficCom AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority to AT10450005T priority Critical patent/ATE557374T1/de
Priority to SI201030047T priority patent/SI2360647T1/sl
Priority to EP10450005A priority patent/EP2360647B1/fr
Priority to PL10450005T priority patent/PL2360647T3/pl
Priority to DK10450005.3T priority patent/DK2360647T3/da
Application filed by Kapsch TrafficCom AG filed Critical Kapsch TrafficCom AG
Priority to PT10450005T priority patent/PT2360647E/pt
Priority to ES10450005T priority patent/ES2387753T3/es
Publication of EP2360647A1 publication Critical patent/EP2360647A1/fr
Application granted granted Critical
Publication of EP2360647B1 publication Critical patent/EP2360647B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/017—Detecting movement of traffic to be counted or controlled identifying vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
    • G08G1/054—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed photographing overspeeding vehicles

Definitions

  • the present invention relates to a method for detecting transits of vehicles with unique identifiers from an entrance to an exit according to the preamble of claim 1.
  • Certain traffic surveillance tasks require two-time detection of one and the same vehicle at two different points, generally referred to herein as "entry” and “exit” of the section of road traveled by the vehicle.
  • entities and “exit” of the section of road traveled by the vehicle.
  • detection Control in which the entry and exit times of the vehicle are measured and used to determine the speed
  • video toll in which the vehicle is identified at the entrance and exit in order to charge the route section as a function of the route
  • City toll in which the entrance and exit at city limits is controlled, e.g. the length of stay in the city center to be time-dependent.
  • the traffic monitoring systems used for this purpose must meet strict data protection requirements in order to rule out as far as possible the impermissible creation of movement profiles of road users.
  • the statutory regulations in Austria and Germany for the implementation of Section Control require that a permanent identification of a vehicle and its passage data may only be made in the event of a speeding violation.
  • This key can be destroyed immediately after encryption in the entry station, because it is physically "transported” from the entrance to the exit, in the form of the vehicle itself, and thus available for decryption there or in downstream evaluation stations.
  • the known systems can not always eliminate the danger of data misuse and data protection concerns with certainty.
  • the invention has for its object to provide a method for detecting the passage of vehicles between an entrance and an exit, which offers the highest possible data protection for the sensitive passage data.
  • the entry data are provided with the entry time of the vehicle and deleted from the amount of entry data provided as soon as the current time exceeds a time window beginning with the entry time.
  • the invention has the decisive advantage that decryption of the entry data always takes place only in the event of an offense: the time window is selected such that it corresponds to the minimum permissible travel time for the route section, ie when a vehicle is traveling at the maximum permissible speed.
  • the time window is selected such that it corresponds to the minimum permissible travel time for the route section, ie when a vehicle is traveling at the maximum permissible speed.
  • a detected exit identifier is also preferably rejected if no entry data that can be decrypted thereby can be determined in the amount of provided entry data, so that no "unapproachable" exit identifications accumulate at the exit.
  • the data encrypted to the entry data may be of the predetermined type in the simplest case, i. a requirement that is also known at the exit and thus allows the recognition of a successful decryption.
  • the default may be any known value or preferably includes an identification of the entrance, so that it can be determined at the exit from which entrance the vehicle comes.
  • the data mentioned can be related to the vehicle identification, because it is also known - in the form of exit detection - at the exit.
  • the data mentioned include the entry recognition itself and / or an entry image of the vehicle from which the entry identification can be derived.
  • Such an entry image can also be retrieved when decrypting the entry data and archived together with an exit image and the identification of the vehicle for evidence purposes.
  • the detected exit identifiers may be "tried" on all existing encrypted entry data "until the key matches".
  • the encrypted entry data is provided under a hash value calculated from the entry identifier, and a hash value is calculated from the exit identifier in the same manner. by means of which the encrypted entry data provided under this hash value are determined. In this way, the encrypted entry data are respectively identified by said hash value, so that during decryption the exit identification no longer needs to be tried on all entry data, but the entry data identified by the hash value can be accessed immediately.
  • a "hash value” is understood to mean a virtually irreversible n: 1 mapping function, ie a function that is only (extremely) ambiguously reversible, so that it is virtually impossible to deduce the initial value from the knowledge of the hash value.
  • hashing functions are the checksum function, the modulo function, etc.
  • the latter variant of the invention also allows an alternative embodiment of the section control: For each hash value, the entry and exit times of the vehicle are also recorded and the encrypted entry data are only decrypted if the exit time associated with the hash value is within a time beginning with the associated entry time Time window is located.
  • This embodiment is also suitable for a time-delayed or offline evaluation of the entry data objects, because instead of the current time, the exit time that can be assigned by means of the hash value can be taken into account.
  • its speed can also be determined from the entry and exit times of a vehicle and the route length between entry and exit.
  • identifier of the vehicle any feature of the vehicle suitable for identification may be used, e.g. a remote-readable chassis number, a radio identifier of a carried RFID transponder chip, etc.
  • the identifier is simply the vehicle identifier and is detected by optical character recognition (OCR) in entry and exit images of the vehicle.
  • OCR optical character recognition
  • the same entry and exit images can be used for this purpose, which are also archived for evidence, so that at the entrance and exit only a single image acquisition is required.
  • the said encrypting and providing the entry data takes place in an access station, said detecting the exit detection in an exit station, and said decrypting the entry data and validating the decrypted data in a separate evaluation station.
  • both the entry and the exit station can be sealed in the manner of black boxes, for example, and can be privacy-certified; because they process only partial information, they are inadmissible with regard to the risk Creation of movement profiles harmless.
  • the evaluation station can also be constructed so that it is completely self-sufficient and can therefore be certified separately.
  • the functions of the evaluation station can also be completely or partially integrated into the exit station.
  • the entry identifier used as the key is supplemented with further keys, which are provided separately for decryption.
  • Such other keys may e.g. be a timestamp, a temporary key, an identification of the entry station or a public key of the exit station, whereby the data security on the transmission paths can be further increased.
  • Fig. 1a shows a vehicle 1, which passes through a section 2 of length L from an entrance 3 to an exit 4.
  • the vehicle 1 has a unique identifier 5, for example in the form of its license plate number (LPN), in the example shown "(A) W-123".
  • LPN license plate number
  • the identifier 5 could alternatively also be formed by other features of the vehicle 1, eg a machine-readable chassis number, a remote-readable radio identifier, eg RFID identifier, etc.
  • the identifier 5 of the vehicle 1 is first detected as a so-called. Entrance identifier 6 ("License Plate Number Start", LPS).
  • the detection can be done, for example, by remote reading or preferably by optical character recognition (OCR) of the identifier 5 take place in an image recording PIC of the vehicle 1 at the entrance 3 ("entrance picture").
  • OCR optical character recognition
  • data 7 for encrypted entry data 8 (also referred to below as the "entry data object” or “encrypted section control object") are now encrypted.
  • the data 7 can be of various types: In the simplest case, a specification of any known value DAT is sufficient for this purpose, which can be retrieved during the subsequent decryption and thus indicates the success of the decryption ("the key fits"). However, the default can also be or include an identification GID of the entrance 3 ("gate ID"). Alternatively or additionally, the data 7 can be related to the identification 5 of the vehicle 1. In the latter case, the data 7 may be e.g. the entrance recognition 6 itself or the entrance image PIC, from which e.g. can be determined by means of OCR the entry identifier 6 from the vehicle registration number LPN.
  • the entry identifier 6, i. the identifier 5 of the vehicle 1 detected at the entrance 3 is thus used itself as the key 9 for the encryption.
  • any encryption method known in the art may be used.
  • the entry identifier 6 or the key 9 formed therefrom can be destroyed.
  • the Fig. 1b - 1d show variants for the generation of the key 9 from the entry identifier 6.
  • the key 9 is formed from modifications, repetitions or functions of the entry detection 6 in order to increase the key length.
  • the key 9 is formed from the entry identifier 6 supplemented with further keys, in order to increase respectively the length of the key 9 and the data security.
  • These other keys can be eg a timestamp TS ("Timestamp_StartGate”), an (arbitrary) temporary one Key 11 of the entry (“StartGate_tempID”), an entry ID 3 (“StartGate_ID”), or a public key 13 of exit 4 ("PublicKey_EndGate").
  • the encrypted entry data 8 can optionally be provided with a hash value h1 or be provided below it for the further method steps.
  • the hash value h1 is formed in a - as discussed in the beginning - practically irreversible way from the entrance ID 6 and facilitates the identification of the encrypted entry data 8 in the subsequent decryption and evaluation, as will be explained later.
  • the license plate 5 of the vehicle 1 is detected as so-called. Ausfahrtskennung 15.
  • the detection can be done again in any manner, e.g. by remote reading or preferably by optical character recognition of the vehicle registration number 5 in an image recording of the vehicle 1 at the exit 4 ("exit image").
  • the exit identifier 15 can be used to decrypt the encrypted entry data 8.
  • the exit ID 15 can be added in a corresponding manner to the key 9, either by appropriate function mapping ( Fig. 1b ), Supplementing with a time stamp TS obtained from the entry data 8, a temporary key 11 received from the entrance 3 on a separate transmission path 16, an identification of the entrance 3, a private key ("PrivateKey_EndGate”) of the exit 4 , etc.
  • the mentioned hash values h1 are used, under which the encrypted entry data 8 are provided.
  • a hash value h2 is formed from the exit identifier 15-in the same way as the hash value h1 from the entry identifiers 6.
  • the encrypted entry data 8 provided under the same hash value h1 can be determined immediately without any attempt.
  • the data 7 By validating the data 7 e.g. if they contain a specification DAT or GID compared to the known value DAT or a valid gate ID or if they contain the entry identifier 6 (directly derivable from the entry image PIC) vis-a-vis the exit identification 15, upon successful validation for a passage of a vehicle 1 closed with the identifier 5 from the entrance 3 to exit 4.
  • the dwell time of the vehicle 1 on the section 2 and - knowing the length L of the section 2 - also the speed of the vehicle 1 in Section 2 are determined ("Section Control").
  • the entry and exit times TS, TE are also used for the control of the procedure, in the following manner.
  • the entry data 8, ie each entry data object 8, is / are respectively provided with the entry time TS of the vehicle 1. Once an entry data object 8 exceeds a predetermined age, ie the current time greater is as a beginning with the entry time TS time window .DELTA.T, the relevant entry data object 8 is deleted from the set of all provided entry data objects 8.
  • An entry data object 8 which is too old, that is to say the time window ⁇ T, is therefore entry data of a vehicle 1 which complies with the regulations and does not exceed the permissible maximum speed, so that decryption is not required no identifiable traces in the system.
  • Exit identifiers 15, to which no entry data 8 that can be decrypted thereby can be found in the set of all provided entry data (objects) 8, can also be discarded.
  • the hash values can also be utilized for this time comparison.
  • the entry data 8 In the assignment and determination of the entry data 8 on the basis of the comparison of the hash values h1 and h2, only those entry data 8 are considered and subsequently decoded whose entry and exit times TS, TE lie within the time window ⁇ T.
  • the age of the entry data objects 8 can also be changed at a later time, e.g. offline or in a separate evaluation station.
  • the actual exit time TE is after the allowable minimum arrival time TEC, ie outside the time window ⁇ T, then it is a compliant vehicle not exceeding the maximum permissible speed TEC and the encrypted entry data 8 and exit detection 15 are immediately cleared.
  • Detecting the entry identifier 6, encrypting the data 7 to the encrypted entry data 8 and forming the hash value h1 is preferably performed in a station at the entrance 3 ("entry station”). Detecting the exit identifier 15 and forming the hash value h2 is preferably performed in a station at exit 4 ("exit station").
  • Determining the encrypted entry data 8 suitable for an exit identifier 15 by means of a trial or by using the hash values h1 h2, decrypting the entry data 8 and evaluating the data 7, eg validating against the specification DAT / GID or the exit identifier 15, becomes preferably in a separate from both the entry station 3 and the exit station 4 evaluation station 20 ( Fig. 2 ) carried out.

Claims (13)

  1. Procédé de détection de passage de véhicules (1) comportant des identificateurs uniques (5) depuis une entrée (3) jusqu'à une sortie (4), comprenant les étapes suivantes :
    détection de l'identificateur (5) d'un véhicule (1) à l'entrée (3) comme identificateur d'entrée (6), chiffrage des données (7) prédéfinies et/ou relatives à l'identificateur du véhicule à l'aide de l'identificateur d'entrée (6) en données d'entrée chiffrées (8),
    mise à disposition des données d'entrée chiffrées (8) et suppression de l'identificateur d'entrée (6) ;
    détection de l'identificateur (5) d'un véhicule (1) à la sortie (4) comme identificateur de sortie (15), recherche des données d'entrée chiffrées (8) mises à disposition et
    déchiffrage des données d'entrée chiffrées (8) à l'aide de l'identificateur de sortie (15), pour recevoir les données mentionnées (7) ; et
    validation des données mentionnées (7) par rapport à leur norme (DAT, GID) et/ou à l'identificateur de sortie (15), une validation réussie indiquant le passage du véhicule (1),
    caractérisé en ce que les données d'entrée (8) sont pourvues de l'horodatage d'entrée (TS) du véhicule (1) et sont effacées de l'ensemble des données d'entrée (8) mises à disposition dès que le temps présent dépasse une fenêtre temporelle (ΔT) commençant avec l'horodatage d'entrée (TS), qui est égale au quotient de la longueur (L) du tronçon parcouru (2) entre l'entrée et la sortie (3, 4) divisée par la vitesse maximale (vmax) autorisée sur ce tronçon parcouru (2).
  2. Procédé selon la revendication 1, caractérisé en ce qu'un identificateur de sortie détecté (15) est rejeté si, à cet effet, aucune donnée d'entrée déchiffrable (8) avec ce dernier ne peut être trouvée dans l'ensemble des données d'entrée (8) mises à disposition.
  3. Procédé selon la revendication 1 ou 2 moyennant l'utilisation des données prédéfinies, caractérisé en ce que ces données (7) contiennent une identification (GID) de l'entrée (3).
  4. Procédé selon l'une quelconque des revendications 1 à 3 moyennant l'utilisation des données relatives à l'identificateur du véhicule, caractérisé en ce que ces données (7) contiennent l'identificateur d'entrée (6).
  5. Procédé selon l'une quelconque des revendications 1 à 4 moyennant l'utilisation des données relatives à l'identificateur du véhicule, caractérisé en ce que ces données (7) contiennent une image d'entrée (PIC) du véhicule (1), de laquelle on peut déduire l'identificateur d'entrée (6).
  6. Procédé selon la revendication 5, caractérisé en ce que l'image d'entrée (PIC) obtenue lors du déchiffrage des données d'entrée (8) est archivée à titre de preuve (22) avec une image de sortie et l'identificateur (5) du véhicule (1).
  7. Procédé selon l'une quelconque des revendications 1 à 6, caractérisé en ce que les données d'entrée chiffrées (8) sont mises à disposition sur la base d'une valeur de hachage (h1) calculée à partir de l'identificateur d'entrée (6), et en ce qu'à partir de l'identificateur de sortie (15), une valeur de hachage (h2) est calculée de la même manière, laquelle permet de trouver les données d'entrée chiffrées (8) mises à disposition sur la base de cette valeur de hachage (h2, h1).
  8. Procédé selon la revendication 7, caractérisé en ce que pour chaque valeur de hachage (h1, h2) est noté également l'horodatage (TS, TE) correspondant d'entrée et/ou de sortie du véhicule (1), et en ce que les données d'entrée chiffrées (8) ne sont déchiffrées que lorsque l'horodatage de sortie (TE) associé à la valeur de hachage (h1, h2) se trouve à l'intérieur d'une fenêtre temporelle (ΔT) commençant avec le temps d'entrée (TS) associé.
  9. Procédé selon la revendication 8, caractérisé en ce que la vitesse d'un véhicule (1) est déterminée à partir de ses horodatages d'entrée et de sortie (TS, TE) et de la longueur du tronçon parcouru entre l'entrée et la sortie (3, 4).
  10. Procédé selon l'une quelconque des revendications 1 à 9, caractérisé en ce que l'identificateur (5) est le numéro d'immatriculation du véhicule (LPN), et en ce qu'il est détecté par reconnaissance optique de caractères dans des images d'entrée (PIC) et de sortie du véhicule (1).
  11. Procédé selon l'une quelconque des revendications 1 à 10, caractérisé en ce que le chiffrage et la mise à disposition mentionnés des données d'entrée (8) ont lieu dans une station d'entrée (3), en ce que la détection mentionnée de l'identificateur de sortie (15) a lieu dans une station de sortie (4), et en ce que le déchiffrage des données d'entrée (8) et la validation des données déchiffrées (7) mentionnés ont lieu dans une station d'analyse séparée (20).
  12. Procédé selon l'une quelconque des revendications 1 à 11, caractérisé en ce que lors du chiffrage des données d'entrée (8), l'identificateur d'entrée (6) utilisé comme clé (9) est complété avec d'autres clés (TS, 11, 13), qui sont mises à disposition séparément pour le déchiffrage.
  13. Procédé selon la revendication 12, caractérisé en ce que les autres clés contiennent un horodatage (TS), une clé temporaire (11), un identificateur de la station d'entrée (3) ou une clé publique (13) de la station de sortie (4).
EP10450005A 2010-01-21 2010-01-21 Procédé de détection de passages de véhicules Not-in-force EP2360647B1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
SI201030047T SI2360647T1 (sl) 2010-01-21 2010-01-21 Postopek za beleženje skozi vozečih vozil
EP10450005A EP2360647B1 (fr) 2010-01-21 2010-01-21 Procédé de détection de passages de véhicules
PL10450005T PL2360647T3 (pl) 2010-01-21 2010-01-21 Sposób rejestrowania przejazdów pojazdów
DK10450005.3T DK2360647T3 (da) 2010-01-21 2010-01-21 Fremgangsmåde til registrering af gennemkørsel af køretøjer
AT10450005T ATE557374T1 (de) 2010-01-21 2010-01-21 Verfahren zur erfassung von durchfahrten von fahrzeugen
PT10450005T PT2360647E (pt) 2010-01-21 2010-01-21 Método para detecção de passagens de veículos
ES10450005T ES2387753T3 (es) 2010-01-21 2010-01-21 Procedimiento para detectar el paso de vehículos

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP10450005A EP2360647B1 (fr) 2010-01-21 2010-01-21 Procédé de détection de passages de véhicules

Publications (2)

Publication Number Publication Date
EP2360647A1 EP2360647A1 (fr) 2011-08-24
EP2360647B1 true EP2360647B1 (fr) 2012-05-09

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EP10450005A Not-in-force EP2360647B1 (fr) 2010-01-21 2010-01-21 Procédé de détection de passages de véhicules

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EP (1) EP2360647B1 (fr)
AT (1) ATE557374T1 (fr)
DK (1) DK2360647T3 (fr)
ES (1) ES2387753T3 (fr)
PL (1) PL2360647T3 (fr)
PT (1) PT2360647E (fr)
SI (1) SI2360647T1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
PL2648170T3 (pl) 2012-04-06 2015-05-29 Kapsch Trafficcom Ag Sposób wykrywania przekroczenia dozwolonej prędkości przez pojazd
DE102012219220A1 (de) * 2012-10-22 2014-04-24 Bayerische Motoren Werke Aktiengesellschaft Bei der Bestimmen der Durchschnittsgeschwindigkeit eines Fahrzeugs eingesetztes Verfahren
EP2838075A1 (fr) * 2013-08-15 2015-02-18 VITRONIC Dr.-Ing. Stein Bildverarbeitungssysteme GmbH Procédé et dispositif d'enregistrement de dépassements d'une vitesse maximale admissible sur un tronçon de voie
US9779284B2 (en) * 2013-12-17 2017-10-03 Conduent Business Services, Llc Privacy-preserving evidence in ALPR applications
EP3869396A1 (fr) 2020-02-24 2021-08-25 Toll Collect GmbH Procédé et système de correction d'une caractéristique

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA2199999A1 (fr) * 1997-03-14 1998-09-14 Peter Johann Kielland Systeme de patrouille d'aires de stationnement
EP0978811A3 (fr) * 1998-08-07 2000-08-16 Siemens Aktiengesellschaft Procédé et appareil de saisie de durée de trajets de véhicules
DE102005036562B4 (de) * 2005-08-03 2007-05-10 Siemens Ag Verfahren und Anordnung zum anonymisierten Erfassen und Auswerten von Fahrzeugreisedaten
AT8939U1 (de) * 2005-09-29 2007-02-15 Siemens Ag Oesterreich Verfahren und vorrichtung zur überwachung der geschwindigkeit von fahrzeugen
DE102007059346B4 (de) * 2007-12-10 2009-11-19 Siemens Ag Verfahren und Vorrichtung zur Erfassung einer Geschwindigkeitsübertretung eines Fahrzeugs

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EP2360647A1 (fr) 2011-08-24
PL2360647T3 (pl) 2012-09-28
DK2360647T3 (da) 2012-08-20
ES2387753T3 (es) 2012-10-01
ATE557374T1 (de) 2012-05-15
PT2360647E (pt) 2012-07-13
SI2360647T1 (sl) 2012-08-31

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