EP2402913B1 - Mitteilung der Inbetriebnahme eines Bordsystems in einem Fahrzeug - Google Patents

Mitteilung der Inbetriebnahme eines Bordsystems in einem Fahrzeug Download PDF

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Publication number
EP2402913B1
EP2402913B1 EP11171844.1A EP11171844A EP2402913B1 EP 2402913 B1 EP2402913 B1 EP 2402913B1 EP 11171844 A EP11171844 A EP 11171844A EP 2402913 B1 EP2402913 B1 EP 2402913B1
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European Patent Office
Prior art keywords
data
checking
equipment
date
instantaneous
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English (en)
French (fr)
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EP2402913A1 (de
Inventor
Pascal Bodin
Jacques Chambon
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Orange SA
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Orange SA
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    • 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
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G07C5/085—Registering performance data using electronic data carriers
    • 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
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station

Definitions

  • the invention relates to the general field of vehicles equipped with an electronic tachograph and an on-board equipment for the management of vehicle fleets.
  • the present invention relates to the verification of the activation of an on-board equipment in a vehicle.
  • the services offered include the positioning of the vehicle, the recovery of positions to a central site, the sending of missions to a vehicle from the central site, etc.
  • This type of application uses equipment embedded in the vehicle that contains a satellite positioning device and that can communicate with the central site.
  • Some functions of fleet management applications may not be positively perceived by the drivers of the vehicles involved.
  • One of these mechanisms is simply to prevent the on-board equipment from operating, for example by stopping it voluntarily, or by sabotaging the power supply of the equipment.
  • some fraud can be performed in a sufficiently discrete manner that it is difficult to detect them.
  • a fraud may consist in manipulating the data relating to the route.
  • the document WO 2009/043794 describes a system comprising a tachograph for tracking the use of a vehicle and an on-board toll unit for determining toll charges when using the vehicle. This document also discloses a method for verifying the data exchanged between the tachograph and the onboard unit.
  • This method comprises (1) a step of obtaining, by the on-board equipment, the data generated by the tachograph, these data being dated with a current date, contained in the data, at which the data were obtained by the tachograph, the data being signed with a signature of the tachograph, (2) a step of verification, by the on-board equipment, of the signature of the tachograph and (3) a step of transmission, by the on-board equipment, of the data obtained to a device external.
  • the invention aims to facilitate the fight against fraud relating to equipment on board a vehicle.
  • the invention aims to provide a method for the verification of the activation of an on-board equipment in a vehicle, which does not present at least some of the disadvantages of the prior art.
  • the invention relates to a method for verifying the commissioning of an on-board equipment in a vehicle according to independent claim 1.
  • the data are signed, it is possible to authenticate their origin (the signature being specific to the tachograph, they come from the relevant tachograph) and their integrity (they have not been modified compared to what they were when of their generation in the tachograph).
  • the fact that the signed data are stored by the on-board equipment is proof that the on-board equipment, and of course the tachograph, was in operation at the current date stored. Fraud consisting in preventing the activation of the on-board equipment can therefore be easily detected by noting the absence of memorized signed data.
  • the verification device enables a third party to take cognizance of the signed data, which enables him to verify that the on-board equipment was in operation on the current date contained in the data obtained from the tachograph.
  • the verification device can for example be located at the central site of a transport company or be a portable device used on the roads by a person responsible for control.
  • the verification method may include, before the obtaining step, a request step comprising sending a data request to said electronic tachograph.
  • the on-board equipment can obtain the signed data when it wishes, in response to the data request. For example, the on-board equipment sends a data request when it is turned on.
  • said request step is repeated over a period of time during which verification of start-up is desired.
  • the repetition of the request step therefore makes it possible to check the start-up over a period of time and not only in a specific manner.
  • the on-board equipment may possibly be put into operation before the electronic tachograph.
  • the repetition of the request step in this case, to obtain the signed data as soon as the tachograph is turned on.
  • the second data being signed it is possible to ascertain their origin (they come from the tachograph concerned) and their integrity (they have not been modified compared to what they were when they were generated in the tachograph).
  • the search for a correspondence between the first data and the second data may give no result, which can detect the fraud. Fraud is therefore more difficult to achieve.
  • the first data contains a missing data indicator
  • said data verification step comprising, if no correspondence has been found between the first data and the second data, a step of determining the authenticity of the first data. according to said indicator of missing data.
  • the first data expected to be provided by the positioning device is incorrect or missing in a large part.
  • the use of the missing data indicator distinguishes between the two cases. In the case of incorrect data, the impossibility of finding a match indicates with a high probability of fraud.
  • a correspondence between the first data and the second data can be found in some cases.
  • the search for a correspondence between the second data and the third data, containing a series of instantaneous speeds determined according to the sequence of positions, is a complementary test to detect a fraud or on the contrary to increase the confidence in the integrity of the data provided by the positioning device.
  • the method comprises, in case of correspondence between at least a first instantaneous speed of the first series of instantaneous gears and at least a second instantaneous speed of the second series of instantaneous gears, a step of obtaining the date of this first instantaneous speed or instantaneous second speed and at least one positioning data for which the first instantaneous speed was generated by the positioning device.
  • Such exploitation of positioning data may be useful in certain applications of vehicle traffic.
  • the invention also proposes a system according to independent claim 10.
  • the invention also relates to a vehicle comprising the on-board equipment and a tachograph according to the invention.
  • the verification data may comprise a vehicle identification, said vehicle identification being registered in association with said information.
  • the figure 1 represents a vehicle 1 heavyweight equipped with a 2 embedded equipment and an electronic tachograph 3.
  • the equipment 2 and the tachograph 3 can communicate via a link 4.
  • the figure 1 also represents a verification device 5 which can communicate with the equipment 2 via a link 6.
  • the equipment 2 allows the implementation of fleet management applications of vehicles.
  • the equipment 2 can communicate with a central site (not shown) for example for the positioning of the vehicle 1, the recovery of positions to the central site, sending missions to the vehicle 1 from the central site, etc.
  • the equipment 2 is shown schematically on the figure 2 . It comprises in particular a microprocessor 20, a communication interface 21, a read-only memory 22, a random access memory 23, a positioning device 24 and a communication interface 25.
  • the microprocessor 20 makes it possible to execute programs stored in the read-only memory 22 , using the RAM 23.
  • the communication interface 21 allows the equipment 2 to communicate with the tachograph 3 via the link 4, which is for example a wired link.
  • the positioning device 24 is for example a GPS positioning device such as GPS, Glonass, Galileo, etc. It is able to generate position data, instantaneous speed, date and time. The data generated by the positioning device 24 can be stored in the random access memory 23.
  • the device 2 also comprises a flash memory in which the data generated by the positioning device 24 is stored, which allows avoid data loss in the event of a temporary loss of power supply.
  • the communication interface 25 allows the equipment 2 to communicate with the verification device 5 or with the central site, via the link 6.
  • the link 6 may be a wired or wireless link.
  • the tachograph 3 is an electronic tachograph, the installation of which is mandatory in any new truck of more than 3.5 tons.
  • the tachograph 3 comprises in particular a communication interface 31 and a recorder 32.
  • the recorder 32 continuously records a great deal of information: driver identity, driving time, distance traveled, instantaneous speed, average speed, maximum speed, etc.
  • the communication interface 31 comprises a standardized connector, located on the front and connected to the equipment 2 by the link 4, which allows access to the recorded data. Access to the data is normally done using a so-called " business card " smart card, which provides access to all the data concerning the drivers of the company concerned. It is however possible to access the data without the company card. Simply, some personal data is then hidden.
  • the communication between the equipment 2 and the tachograph 3 is for example carried out according to the standard protocol described in Annex 1B of the EEC Regulation No. 3821/85.
  • the verification device 5 is shown schematically on the figure 4 . It comprises in particular a microprocessor 50, a communication interface 51, a read-only memory 52 and a random access memory 53.
  • the microprocessor 50 makes it possible to execute programs stored in the read-only memory 52, using the random access memory 53.
  • communication 51 allows the verification device 5 to communicate with the equipment 2 via the link 6.
  • the verification device 5 may for example be located at the central site of a transport company or be a portable device used on the roads by a person responsible for controlling the vehicles in circulation, for example an agent responsible for verifying the application. of the regulations in force.
  • the figure 5 is a step diagram which illustrates a method of checking the start of the equipment 2. This process is performed by the equipment 2 when executing a corresponding program stored in the read-only memory 22. L Execution of this program is started automatically when the equipment 2 is turned on.
  • step 40 in which the equipment 2 sends a data request to the tachograph 3, using the communication interface 21 and the link 4. This data request is made each time a check is made. is required or necessary, or periodically or at randomly defined times.
  • the tachograph 3 When it receives this request for data, the tachograph 3 responds by sending a packet of data, having been generated by a tachograph 3, these data being dated with a current date at which this operation of obtaining data from the chronotachograph 3.
  • the current date is a precise temporal information, for example containing the calendar date and the hour to the nearest second.
  • the data supplied by the tachograph correspond to EEC Regulation 3821/85.
  • the data sent by the tachograph 3 are also signed with a signature of the tachograph 3, in order to authenticate the origin of these data, and to have a reference data set whose integrity is verifiable.
  • step 41 the equipment 2 tests whether it has received a packet of data signed from the tachograph 3.
  • step 41 the equipment 2 waits a time ⁇ T1 in step 42 before repeating the data request in step 40.
  • the tachograph 3 is not in operation during the first request for data, the repetition of steps 40, 41 and 42 makes it possible to receive a packet of signed data as soon as the tachograph 3 is turned on.
  • step 41 If, in step 41, a data packet has been received, the equipment 2 proceeds to step 43 where the received data packet is stored in the RAM 23 (or in the Flash memory previously described).
  • the RAM 23 As the data is signed, it will be possible to ensure by analysis of the signed data that the current date and time memorized are authentic and correct. Thus, the presence of the signed data packet in the RAM 23 is a proof that the tachograph 3 and the equipment 2 were in function at the current date and time stored.
  • step 44 the equipment 2 tests whether it has received a transmission request from the verification device 5, via the link 6 and the communication interface 25.
  • step 44 the equipment 2 proceeds to step 45 where the data packet or packets stored in the random access memory 23 (or in the Flash memory previously described) are transmitted. 5. These data packets constitute, when they are correct, proof of the commissioning of the equipment 2, on the dates indicated in these packages. These data are called here “verification data” and noted DATA0.
  • the user of the verification device 5 can take cognizance of the date or dates and hours stored and thus verify that the equipment 2 was in operation at the dates and hours stored.
  • the verification device 5 verifies the integrity of the verification data DATA0 received from the signature attached to these data, then generates and stores, in association with the current date for which verification data has been received, information representative of the existence or absence of proof that the said equipment was put into service at the said current date. This current date is therefore the date on which the data were obtained from the tachograph.
  • the verification device 5 applies in step 60 the processes described in Appendix 11 (entitled “Common safety mechanisms") of the EEC Regulation No. 3821/85, regulating the tachograph in Europe.
  • the verification device 5 detects the absence of data packet for certain time slots and / or certain dates and records in association with these time slots and / or dates information representative of this lack of data packet, that is to say, representative of the absence of proof of activation for these time slots and / or dates.
  • the various information thus stored are used by the verification device 5 for performing at least one verification step of determining whether the equipment 2 was in operation for a given time period or date. For example, by scanning stored information or querying a database in which this information is stored.
  • the stored information thus constitutes a history indicating for which dates the equipment 2 was in operation.
  • the verification data DATA0 received includes a vehicle identification
  • this vehicle identification is recorded in association with the information representative of the existence or absence of a proof of commissioning, in order to have a history for each identified vehicle.
  • an attempt at fraud may consist in manipulating the data provided by the positioning device 24.
  • the verification method may comprise a data verification step aimed at detect this type of fraud.
  • the figure 6 is a step diagram that illustrates the steps for this data verification.
  • the equipment 2 obtains data DATA1 supposed to be provided by the positioning device 24.
  • the positioning device 24 is configured to provide information on position, instantaneous speed, date and time. hour, for example once a second.
  • the data DATA1 comprising this information is stored in the RAM 23 for a period called " storage period for verification ", for example from 1 to 24 hours.
  • a storage period for long verification, for example 24 hours, allows better detection of data manipulations, but requires a larger memory and a higher computing power than for a shorter period.
  • the random access memory 23 contains data DATA1 supposed to have been determined by the positioning device 24.
  • data supposed to have been determined by the positioning device 24 is meant data which, in the absence of fraud, has have been determined by the positioning device 24 or which, in the event of fraud, have been manipulated and are stored in the place of the data which have actually been determined by the positioning device 24.
  • the data DATA1 contains a sequence of positions, a sequence of instantaneous speeds and for each position, a date.
  • the date is a precise time information containing, for example, the calendar date and the hour to the nearest second.
  • the data could only contain the date for certain positions, for example the first and the last, and the date of the other positions can be calculated, for example by knowing a constant time interval which separates each position.
  • the data DATA1 also contains a missing data indicator indicating the moments when a bad reception of the satellite data did not allow the positioning device 24 to generate the information.
  • step 62 the equipment 2 obtains signed DATA2 data from the tachograph 3.
  • the equipment 2 periodically sends a request for downloading data to the tachograph 3.
  • the tachograph 3 provides DATA2 data which contain a sequence of instantaneous speeds, called " tachograph speeds " and the date of at least one instantaneous speed among the tachograph speeds, for example the first instantaneous speed of the suite. In this case, it is possible to determine the date and time of all instantaneous speeds, for example knowing that the time interval between each instantaneous speed is of a second.
  • the chronotachograph speeds correspond for example to the last 24 hours of the vehicle 1.
  • step 61 is followed by step 62.
  • steps 61 and 62 may also be performed in parallel or in the reverse order of that shown.
  • step 63 the equipment 2 searches for a correspondence between the data DATA1 and the data DATA2. More specifically, the equipment 2 extracts tachograph speeds that correspond to the storage period for verification, taking into account the possible drift of the clock of the tachograph 3 (legal maximum of + - 2 seconds per day). Then, the equipment 2 performs a correspondence search between the positions / instantaneous speeds contained in the DATA1 data, and the tachograph speeds extracted DATA2 data.
  • This search for correspondence between two sequences of speeds can be carried out for example by an algorithm of the type "comparison of symbol sequences" or "pattern recognition".
  • This type of algorithm makes it possible to take into account an incomplete sequence of speeds of the storage period (to take into account the moments when a bad reception of the satellite data did not allow the positioning device 24 to generate the information) and is able to accept a slight difference between the two sequences of speeds, to take into account the legal tolerance of +/- 6 km / h on the tachograph speeds.
  • the search for correspondence aims to establish whether there is a sufficient degree of correlation (for example greater than a predetermined threshold) between the two data suites: in terms of amplitude of speed, of variations of amplitude of speed, of frequency spectrum, average value, standard deviation, etc.
  • step 64 the method proceeds to step 64.
  • the lack of correspondence may mean that the data DATA1 supposed to have been provided by the positioning device 24 is incorrect or missing between very large part.
  • the missing data indicator makes it possible to differentiate between the two cases.
  • the equipment 2 determines the authenticity of the data DATA1 taking into account the missing data indicator. More specifically, if the equipment 2 concludes that the lack of correspondence is due to incorrect data, this indicates a high probability of fraud. The process then proceeds to step 65 where this conclusion, symbolized on the figure 6 by an "X", is handled appropriately (for example, it is stored in the equipment 2 and / or transmitted to a remote site, immediately or later). On the other hand, if the equipment 2 concludes that the lack of correspondence is due to a large amount of missing data, it proceeds to step 66 and can not conclude on the presence or absence of fraud, which is symbolized by a " ? " on the figure 6 .
  • step 63 if in step 63 a match is found, the method can proceed directly to step 70 and conclude that there is no fraud, which is symbolized by a "V" on the figure 6 .
  • step 71 the verification device 5 performs a path calculation and a path check, with a view to determining from the positioning data and / or speed DATA1 obtained from the equipment 2, whether the vehicle has whether or not it is on a tax-paying road and, if so, what will be the amount of the tax to be paid.
  • the amount of this tax depends, among other things, on the eco-tax defined in France for heavy goods vehicles, the type of road used and the distance traveled on this road. All roads are not subject to the eco-tax. A road may not be completely subject to the eco-tax either.
  • the verification therefore consists in determining, from the data DATA1, produced by the positioning device 24 of the on-board equipment and validated by the verification device 5 following the establishment of a correspondence with the DATA2 data of the tachograph, if the vehicle has or has not traveled on a road subject to payment of a fee.
  • the course check also consists of reconstructing from the DATA1 data the actual course of the vehicle. In the event of the disappearance of goods between the taking-over of the latter and its delivery, it is thus possible to determine what was the journey followed by the vehicle and / or whether, among the data of verification DATA0 received by the device in a step 45, there is no verification data for part of the route and / or for a given time slot or date.
  • the verification device 5 records in a database the tax to be paid in association with the identification of the vehicle obtained in step 61: the data thus recorded will be used to trigger a payment transaction.
  • step 67 data DATA3 containing a new sequence of instantaneous speeds are determined. More precisely, the new sequence of instantaneous speeds is determined according to the sequence of positions contained in the data DATA1. Then, in step 68, the equipment 2 performs a matching search similar to that of step 63, but in this case between the new sequence of speeds determined in step 67 and the tachograph speeds. The lack of correspondence again indicates a high probability of fraud. This conclusion is treated in step 69 as in step 65. By cons, in case of correspondence, confidence in the integrity of the data obtained in step 61 can be enhanced.
  • FIG 7 represents a vehicle and a verification device according to an embodiment useful for understanding the invention. Elements identical or similar to elements of Figures 1 and 4 are designated by the same references, without risk of confusion.
  • the equipment 2 and the tachograph 3 are not connected by a link.
  • the tachograph 3 can communicate with the verification device 5 via a link 7 and the communication interface 51.
  • the equipment 2 can send to the verification device 5 data supposed to have been determined by its positioning device, and the tachograph 3 can send to the verification device 5 signed data.
  • the verification device 5 can then execute a verification method similar to that shown on the figure 6 to verify the integrity of data from the equipment 2.
  • the tachograph 3 can be connected to the on-board equipment 2.
  • the data from the tachograph 3 can be supplied to the verification device 5 via the equipment 2.
  • This verification process can be carried out by an on-board equipment on the vehicle in which the tachograph and the positioning device are located, or by an external verification device to which the data is transmitted.
  • the steps 62 and following are carried out by the verification device which receives the data DATA1 and DATA2 and then performs all the required verifications, as described above for the steps 63 to 71.
  • the attached data (answering for example the EEC regulation n ° 3821/85) generally include a vehicle identification, the safety certificate of the tachograph a current date and a signature making it possible simultaneously to check the integrity of the current date and velocity data and can thus also serve as verification data as to the commissioning of the equipment 2.
  • the verification data DATA0 and the speed data DATA2 can be obtained with different periodicities and therefore be associated with current dates spaced differently in time: a cross-use of these two types of data makes it possible to cover the same time range with different precisions.
  • the periodicity of obtaining verification data can be only one hour or 10 minutes, while the associated speed and date / time data are generated every second.
  • the verification can also be performed for dates and / or hours defined randomly, determined by a central remote server or by the verification device 5. The latter would then obtain a sequence of data packets to check, for example when the communication between the central office and the equipment is possible (in mobile network coverage). Then, the verification would be carried out for data packets obtained from the tachograph at the dates and / or times indicated. It is of course necessary to take into account the management of the authorized breaks for the driver of the vehicle (breaks and / or rest periods) and thus to select the dates and / or times for which verification is required accordingly.
  • the periodicity / times of obtaining the verification data as well as the definition of the dates and / or time for which the verification is performed will be adapted to the needs of the intended application.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Time Recorders, Dirve Recorders, Access Control (AREA)

Claims (13)

  1. Verfahren zur Überprüfung der Inbetriebnahme eines an Bord eines Fahrzeugs (1) mitgeführten Geräts (2), wobei das Verfahren umfasst:
    - einen Schritt (41) des Beziehens, durch das an Bord mitgeführte Gerät (2), von Daten, die von einem an Bord des Fahrzeugs (1) mitgeführten elektronischen Fahrtenschreiber (3) erzeugt wurden, wobei die Daten mit einem in diesen Daten enthaltenen aktuellen Datum versehen sind, an welchem diese Daten von dem elektronischen Fahrtenschreiber bezogen wurden, wobei die bezogenen Daten mit einer Signatur des Fahrtenschreibers signiert sind,
    - einen Schritt (45) der Übertragung, durch das an Bord mitgeführte Gerät (2), der bezogenen Daten an eine Überprüfungsvorrichtung (5),
    - einen Schritt (70) der Überprüfung, durch die Überprüfungsvorrichtung (5), der Integrität der Daten anhand der Signatur und
    - einen Schritt der Erzeugung, in welchem, falls die Integrität der Daten bewiesen ist, die Überprüfungsvorrichtung (5) eine Information erzeugt, die für die Existenz eines Beweises für die Inbetriebnahme des Gerätes an dem aktuellen Datum repräsentativ ist.
  2. Verfahren zur Überprüfung nach Anspruch 1, welches vor dem Schritt (41) des Beziehens einen Schritt der Anforderung (40) umfasst, der das Senden, durch das an Bord mitgeführte Gerät (2), einer Anforderung von Daten an den elektronischen Fahrtenschreiber (3) umfasst.
  3. Verfahren zur Überprüfung nach Anspruch 2, wobei der Schritt (40) der Anforderung über einen Zeitraum wiederholt wird, während dem die Überprüfung der Inbetriebnahme gewünscht wird.
  4. Verfahren zur Überprüfung nach Anspruch 1, wobei das an Bord mitgeführte Gerät (2) eine Positionsbestimmungsvorrichtung (24) umfasst, wobei das Verfahren einen Schritt der Überprüfung von Daten umfasst, die angeblich von der Positionsbestimmungsvorrichtung (24) erzeugt wurden, wobei der Schritt der Überprüfung von Daten umfasst:
    - einen Schritt (61) des Beziehens von ersten Daten (DATA1), die angeblich von der Positionsbestimmungsvorrichtung (24) bestimmt wurden, wobei die ersten Daten (DATA1) eine erste Folge von Momentangeschwindigkeiten und das Datum wenigstens einer der Momentangeschwindigkeiten der ersten Folge von Momentangeschwindigkeiten enthalten,
    - einen Schritt (62) des Beziehens von signierten zweiten Daten (DATA2), die von dem elektronischen Fahrtenschreiber (3) bestimmt wurden, wobei die zweiten Daten (DATA2) eine zweite Folge von Momentangeschwindigkeiten und das Datum wenigstens einer Momentangeschwindigkeit der zweiten Folge von Momentangeschwindigkeiten enthalten,
    - einen Schritt (63) der Suche nach einer Entsprechung zwischen den ersten Daten (DATA1) und den zweiten Daten (DATA2).
  5. Verfahren zur Überprüfung nach Anspruch 4, welches im Falle einer Entsprechung zwischen wenigstens einer ersten Momentangeschwindigkeit der ersten Folge von Momentangeschwindigkeiten und wenigstens einer zweiten Momentangeschwindigkeit der zweiten Folge von Momentangeschwindigkeiten einen Schritt des Beziehens des Datums dieser ersten Momentangeschwindigkeit oder dieser zweiten Momentangeschwindigkeit und wenigstens eines Positionsbestimmungs-Datenelements, für welches die erste Momentangeschwindigkeit von der Positionsbestimmungsvorrichtung erzeugt wurde, umfasst.
  6. Verfahren zur Überprüfung nach Anspruch 4, wobei die ersten Daten (DATA1) einen Indikator fehlender Daten enthalten, wobei der Schritt der Überprüfung von Daten, falls keine Entsprechung zwischen den ersten Daten (DATA1) und den zweiten Daten (DATA2) gefunden worden ist, einen Schritt (64) der Bestimmung der Authentizität der ersten Daten (DATA1) in Abhängigkeit von dem Indikator fehlender Daten umfasst.
  7. Verfahren zur Überprüfung nach Anspruch 4, wobei die ersten Daten (DATA1) eine Folge von Positionen enthalten, die der ersten Folge von Momentangeschwindigkeiten entspricht, wobei der Schritt der Überprüfung von Daten, falls eine Entsprechung zwischen den ersten Daten (DATA1) und den zweiten Daten (DATA2) gefunden worden ist, einen Schritt der Bestimmung der Authentizität der ersten Daten (DATA1) umfasst, welcher umfasst:
    - einen Schritt (67) der Bestimmung von dritten Daten (DATA3), die eine dritte Folge von Momentangeschwindigkeiten enthalten, die in Abhängigkeit von der Folge von Positionen bestimmt wird,
    - einen Schritt (68) der Suche nach einer Entsprechung zwischen den dritten Daten (DATA3) und den zweiten Daten (DATA2).
  8. Verfahren zur Überprüfung nach einem der Ansprüche 1 bis 7, wobei die bezogenen Daten eine Fahrzeugidentifikation umfassen, wobei die Fahrzeugidentifikation durch die Überprüfungsvorrichtung (5) in Kombination mit der Information registriert wird.
  9. Verfahren zur Überprüfung nach einem der Ansprüche 1 bis 8, welches umfasst:
    - einen Schritt der Speicherung, durch die Überprüfungsvorrichtung, für jedes aktuelle Datum einer Gesamtheit von aktuellen Datumswerten, der Information in Kombination mit dem aktuellen Datum;
    - einen Schritt der Überprüfung durch die Überprüfungsvorrichtung, der darin besteht, anhand der bezogenen Daten oder der gespeicherten Informationen zu bestimmen, ob das Gerät während eines gegebenen Stundenbereichs oder an einem gegebenen Datum in Betrieb war.
  10. Verfahren zur Überprüfung nach einem der Ansprüche 1 bis 8, welches umfasst:
    - einen Schritt des Beziehens, durch die Überprüfungsvorrichtung, von Daten (DATA1) zur Positionsbestimmung und/oder Geschwindigkeit, die von einer in dem Fahrzeug angeordneten Positionsbestimmungsvorrichtung erzeugt wurden,
    - einen Schritt der Überprüfung durch die Überprüfungsvorrichtung, der darin besteht, anhand der Daten zur Positionsbestimmung und/oder Geschwindigkeit zu bestimmen, ob das Fahrzeug eine gebührenpflichtige Straße befahren hat oder nicht.
  11. System, welches eine Überprüfungsvorrichtung und ein Gerät (2), das dazu bestimmt ist, an Bord eines Fahrzeugs (1) mitgeführt zu werden, umfasst, wobei das an Bord mitgeführte Gerät umfasst:
    - Mittel zum Beziehen (21) von Daten, die von einem an Bord des Fahrzeugs (1) mitgeführten elektronischen Fahrtenschreiber (3) erzeugt wurden, wobei die Daten mit einem in diesen Daten enthaltenen aktuellen Datum versehen sind, an welchem diese Daten von dem elektronischen Fahrtenschreiber bezogen wurden, wobei die bezogenen Daten mit einer Signatur des Fahrtenschreibers signiert sind,
    - Mittel zur Übertragung (25) der bezogenen Daten an die Überprüfungsvorrichtung (5),
    wobei die Überprüfungsvorrichtung (5) umfasst:
    - Mittel zum Überprüfen der Integrität der Daten anhand der Signatur und
    - Mittel zum Erzeugen, falls die Integrität der Daten bewiesen ist, einer Information, die für die Existenz eines Beweises für die Inbetriebnahme des Gerätes an dem aktuellen Datum repräsentativ ist.
  12. System nach Anspruch 11, wobei das an Bord mitgeführte Gerät (2) Positionsbestimmungsvorrichtung (24) und Mittel zur Überprüfung von Daten, die von der Positionsbestimmungsvorrichtung (24) erzeugt wurden, umfasst, wobei die Mittel zur Überprüfung von Daten umfassen:
    - Mittel zum Beziehen (23) von ersten Daten (DATA1), die angeblich von der Positionsbestimmungsvorrichtung (24) bestimmt wurden, wobei die ersten Daten (DATA1) eine erste Folge von Momentangeschwindigkeiten und das Datum wenigstens einer der Momentangeschwindigkeiten der ersten Folge von Momentangeschwindigkeiten enthalten,
    - Mittel zum Beziehen (21) von signierten zweiten Daten (DATA2), die von dem elektronischen Fahrtenschreiber (3) bestimmt wurden, wobei die zweiten Daten (DATA2) eine zweite Folge von Momentangeschwindigkeiten und das Datum wenigstens einer Momentangeschwindigkeit der zweiten Folge von Momentangeschwindigkeiten enthalten,
    - Mittel zur Suche (20) nach einer Entsprechung zwischen den ersten Daten (DATA1) und den zweiten Daten (DATA2).
  13. Fahrzeug, welches das an Bord mitgeführte Gerät (2) gemäß dem System der Ansprüche 11 oder 12 und einen elektronischen Fahrtenschreiber (3), der mit dem an Bord mitgeführten Gerät (2) verbunden ist, umfasst.
EP11171844.1A 2010-06-30 2011-06-29 Mitteilung der Inbetriebnahme eines Bordsystems in einem Fahrzeug Active EP2402913B1 (de)

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FR1002736A FR2962241A1 (fr) 2010-06-30 2010-06-30 Verification de la mise en fonction d'un equipement embarque dans un vehicule

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DE102013208128A1 (de) * 2013-05-03 2014-11-06 Robert Bosch Gmbh Verfahren und System zum Protokollieren von Fahrzeugdaten
WO2015170451A1 (ja) * 2014-05-08 2015-11-12 パナソニック インテレクチュアル プロパティ コーポレーション オブ アメリカ 車載ネットワークシステム、電子制御ユニット及び不正検知方法

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DE102004054095A1 (de) * 2004-11-09 2006-05-18 Vodafone Holding Gmbh Verfahren und System zur Festlegung einer Streckennutzungsgebühr
DE102006048029B4 (de) * 2006-10-09 2008-10-02 Continental Automotive Gmbh Verfahren und Vorrichtung zur Übertragung von Daten zwischen einem Fahrtschreiber und einer Datenverarbeitungseinrichtung
DE102007058163A1 (de) * 2007-09-28 2009-04-23 Continental Automotive Gmbh Tachograph, Maut-On-Board-Unit, Anzeigeinstrument und System
NZ563929A (en) * 2007-11-30 2009-03-31 Transp Certification Australia System for monitoring vehicle use
DE102008048162A1 (de) * 2008-09-19 2010-03-25 Continental Automotive Gmbh System und On-Board-Unit

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