EP2752821A2 - Verbesserung der Handhabung eines Strassenmautsystem - Google Patents

Verbesserung der Handhabung eines Strassenmautsystem Download PDF

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EP2752821A2
EP2752821A2 EP13165355.2A EP13165355A EP2752821A2 EP 2752821 A2 EP2752821 A2 EP 2752821A2 EP 13165355 A EP13165355 A EP 13165355A EP 2752821 A2 EP2752821 A2 EP 2752821A2
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vehicle
mobile
obu
road
enforcement
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French (fr)
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Albert Kuiper
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
    • G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
    • G07B15/06—Arrangements for road pricing or congestion charging of vehicles or vehicle users, e.g. automatic toll systems
    • G07B15/063—Arrangements for road pricing or congestion charging of vehicles or vehicle users, e.g. automatic toll systems using wireless information transmission between the vehicle and a fixed station

Definitions

  • the invention relates to the capability for enforcement of Road User Charging with the registration of the position, route and charge being done using satellite or other positioning in an on-board system in a vehicle that is also equipped with a communication device with a generic mobile data-communication device such as GPRS for sending charging and position data to a fixed, central administration for charging and enforcement.
  • a communication device with a generic mobile data-communication device such as GPRS for sending charging and position data to a fixed, central administration for charging and enforcement.
  • the present invention particularly relates to enforcing the correct working of the registration by being able to compare the positional information about the vehicle comprising as recorded by the on-board unit of the vehicle with positions derived from other means such as from camera detection and from location services in the mobile network, to ensure correct working of the positioning and registration, and to detect possible errors, misuse and fraud.
  • Road User Charging where the road user is billed for the actual distance travelled is a method to allocate costs of building and maintaining the infrastructure specifically among those who actually use the road infrastructure, leading to a fair burden of the cost among vehicle owners.
  • Modern electronic tolling systems of European Electronic Toll Service Providers, hereafter called Service Providers allow for the free-flow of traffic, without stops at barriers; the vehicle identified electronically and the vehicle owner gets the charge applied on their account, also when roaming.
  • Interoperability requires a single contract with a home EETS Provider, a single account that can be used everywhere; and thus implies a same charging method and a same surveillance of proper use. Enforcement must thus also have a unified method that allows both national road users and visiting foreign vehicles the same handling.
  • positions are determined using Global Navigation Satellite System (GNSS) navigation technology as a basis of calculating distances; but there is a problem when the navigation and recording unit and system do not properly record the travelled distance, such as happens when the positioning device is tampered with or when reception of the satellite signal is bad. In such cases positions are not calculated and a travelled distance is not recorded, hence not charged and the state or road operator receives too little money. Tampering of the registration of the position in an On-Board Unit (OBU) may be easy. Well-known methods including detaching the GNSS antenna, shielding it with aluminium foil or by spoofing the GNSS signal. Fraud and evasion of paying can quickly become a big problem if road users perceive the risk of detection as low.
  • GNSS Global Navigation Satellite System
  • DSRC Dedicated Short Range Communications
  • DSRC Dedicated Short Range Communications
  • each road is partitioned in segments each having a beginning and end geolocation, and each being of a road type.
  • a dynamic variant consists of active road-mapping where a map is used to determine the travelled road and road type, based on periodical positioning for the past period. For enforcing journey details are frozen, stored encrypted by a Trusted Element (TE), available locally on the OBU or centrally, for interrogation by enforcement, with freezing per declaration and real-time freezing. Spottings and passages of the vehicle are subsequently compared with this journey data.
  • TE Trusted Element
  • the checking can be done after a period has elapsed, for instance at month's end.
  • This method requires road-side equipment: DSRC beacons, and/or cameras.
  • a GNSS/CN enforcement concept is given in EG 12 (2007).
  • the spot check log (a number of last usage messages, including positional data), the event log (error messages and other events that may relate to fraud or defects), the vehicle registration number, time and date.
  • the CEN standard interfaces provides access to the last position (the raw GNSS parameters), and allows sending a challenge to the OBU and retrieving a frozen journey log for instance while connected top a DSRC beacon. These interfaces can be used to advantage.
  • OBU on-board unit
  • facilities need to be implemented to register Road User Charging OBUs with their GPRS entities, clearly identifying them as members of this class or group; implementing services for locating the mobile entities of the RUC class or group; providing a telematics access to the OBU comprising client software that has access to the registry of the OBU and or Trusted Recorder including the last [frozen and encrypted] position, status and health parameters; for providing over-the-air maintenance services of the applications and data in the mobile equipment.
  • EP 2383703 B (KAPSCH TRAFFICCOM AG) 02.11.2011 describes the use of a (WAVE) data communication system for connecting to the OBU while the position of the OBU is located using LBS on the street but just to select the right vehicle to take a picture for enforcement in case the OBU uses a non-compliant data session, so if the OBU might be failing.
  • EP 2017790 A describes sending a challenge to the OBU and retrieving a frozen log over a CN using a SIM card for cryptographic functions - thus replacing a closed DSRC circuit wireless communication with a CN and it suggests using a SIM card with applets; and EP 2423885 Adescribes an application/applet on the SIM card to get a last [GNSS] position but this is used for checking the map function of the Service Provider in a thin client scenario, the communication going over a CN.
  • using a SIM card with applications can be seen as a standard facility across all EETS providers - preferably standardizing on the ETSI standard SIM Application Toolkit.
  • Location Based Services are well known and implemented in all mobile networks and even mandatory to find users with an E911/E112 emergency call, conform the standard 3GPP TS 23.271. Any mobile entity (even without an IMSI) can be found in a mobile network.
  • WO 2011/019569 , US 2007281712 , EP 1457928 A , EP 1435600 Adescribe various methods like triangulation of field strengths, round-trip timing differences, Observed Time Difference of Arrival, angle and phase differences, and Cell-ID referenced methods, each method having advantages, disadvantages, preciseness and a specific cost.
  • Location Based Services provide a position, typically in geo-coordinates, where the position that is recorded in standardized latitude/longitudinal coordinates such as with decimal degrees e.g. 48.8610, 2.3358; which may be translated into x/y coordinates e.g. -69015, 101100 for comparing to simplify map comparisons because maps with roads are also stored as vector with x/y-coordinates.
  • the number of digits provide the preciseness.
  • Location based services using triangulation in a mobile network can have a high precision of less than 15 meters.
  • LBS provides lower accuracy when the Cell-reference is used (depending on the size of the cell) and might be better in case of enhanced-Cell-ID technology, depending on the location of the cells (rural, city), the network planning, handover locations, existence of black-out areas (city canyons, hills, forests).
  • Telecom cells have variable sizes, depending on the network planning and also on dynamic load. In rural areas many cells are often above 20 kms; in cities often less than a km up to a hundred meters.
  • a camera position is determined with a high precision (when installed or placed) and generally allows at least 4 or 5 digits of Position Preciseness.
  • An OBU-recorded position against a camera-spotting can be matched at all times.
  • a Cell-ID derived position where the size of the cell is 2 km to above 10 km is widely acceptable for enforcement in a rural area.
  • a higher preciseness triangulation provides a higher confidence of the output.
  • LBS preciseness Latitude Longitude Distance shift per digit change
  • Interoperability standards of the European Commission laid down in the Directive 2004/52/EG require (article 2) at least one of the technologies of GNSS satellite positioning, GPRS and DSRC.
  • the combination of GNSS and GPRS has been defined as a future objective for all toll and Road User Charging systems.
  • Article 10 of the Directive promotes the use of GNSS together with GPRS as "technologies [for] electronic toll systems [that] may serve to meet the requirements of the new road-charging policies planned at Community and Member State level" to the guideline for projects after 2007; while the industry adopted all three for charging heavy goods vehicles.
  • GPRS is used as communication network (CN) for the telematics interface to the OBU, being selected because of its inclusion in the preferred technology of electronic fee charging schemes by the European Commission; the telematics interface comprising: being terminated either in the SIM card or being be terminated in an application in the OBU.
  • CN communication network
  • the SIM card of the mobile equipment can be plain vanilla but also of a type with a SIM Application Toolkit (STK) environment installed; the latter containing an environment conform 3GPP TS 43.019 for applications that can contain the applications the EETS provider and enforcement can use to their advantage; the STK environment allowing over-the-air configuration of data and applications by mobile operator and or the EETS Service Provider.
  • STK SIM Application Toolkit
  • the extra cost is a few euro per card.
  • the number plan of the IMSI/P-IMSI can be the number range as each national mobile operator provides to an EETS Provider; preferably the number plan for road users is standardized internationally such that the MNO can simply detect road users through a number analysis.
  • Interoperability is a critical element for enforcement in the sense of customer care, customer friendliness. Undue punitive measures are frowned upon.
  • Two families of interoperability can be defined: Road User Charging with paying per kilometre and period-based charging, also called a Vignette system; a grand uniform enforcement is needed for both usage classes.
  • Interoperability must be provided in a non-discriminatory way: own users and visitors must be handled equally. This implies that enforcement treats both groups similarly in both classes of electronic fee charging of area/distance based and of time/period based charging, handles vehicles in the same way and uses the same category of measures.
  • Interoperability requires that there is standardization between EETS Service Providers in the various participating countries, the OBUs capable also in other road infrastructures of recording distances; the standardization for recording the mobile entity as belonging to a vehicle in, what we will call an Interoperability Server, to which the Enforcement Agencies and Service Providers add all countries where the vehicle OBU can be granted to have access; the Interoperability Server being used for registering special information for handling by telecom operators (such as network access rights), the Enforcement Agency in the visited country and the Service Provider (that hands on a charge to the home Service Provider of a foreign Vehicle that handles the account).
  • EETS Providers ensure a common naming of the Subscriber Identity and a common identification of Road User Charging group members for Network Operators; the Subscriber Identity being that of the OBU.
  • a one-way cryptographic hash is a function, such that the vehicle-ID is translated into a token of a fixed length, with the characteristic that the token cannot ever be translated back into the vehicle ID.
  • the output length is such that the token is collision resistant and as effective as random encryption: for a given output, it is computationally infeasible to find an input that maps to this output; and for a given input, it is computationally infeasible to find a second input, that maps to the same output.
  • the resulting cryptographic hash value is therefore unique and can be used as key in a database.
  • the older hashing function MD5 has been broken, new algorithms like the SHA algorithms (SHA-1, SHA-2, and SHA-3) are structured differently and safer. In 2005, cryptanalysts found attacks on SHA-1 suggesting that the algorithm might not be secure enough for ongoing use in securing sensitive government data.
  • US 2002122554 describes the concept of hashing based on SHA512 (applicable for modern 64-bits computers) being strong enough for the present application of anonymizing the vehicle identifier.
  • a database containing the positional data of enforcement containing such a hashed Vehicle ID does not disclose anything about the vehicle or its owner.
  • a database containing such a hashed Vehicle ID becomes a Trusted Facility and having a historical log with such a token is not seen as a potential privacy hazard. This can be used to our advantage.
  • a Trusted Element hashes the data of a declaration, with multi-level freezing such that each part contains a journey detail, and or the response to a challenge. This value is signed as elaborated in VIS, Jan. An example of a view on EETS trust and privacy in GNSS-based toll systems. The Hague: Ministry of Transport, Public Works and Water Management of The Netherlands, 2009. A real-time OBU compliance checking is also detailed in Vis (2010).
  • LTS Label Translation Service
  • An LTS contains the two identities that have to be mapped: a vehicle ID and another token such as an IMSI, P-IMSI and in an embodiment the P-TMSI, GUTI.
  • IMSI IMSI
  • P-IMSI P-IMSI
  • P-TMSI GUTI
  • a user Before being able to establish a connection to the OBU over the mobile network, a user must then request the subscriber identity of the vehicle.
  • a similar embodiment is a Trusted Third Party that translates the vehicle ID into an encrypted hence anonymous token, in two directions.
  • a LTS and or TTP can be used to our advantage.
  • a potential breach of privacy resides in a hidden aspect of any vehicle charging and enforcement system over a public mobile network: as users travel the active handovers of the mobile entity are recorded by base stations and routes can be derived from that for investigative purposes; with a mobile phone where the user has the option not use the device this is accepted; in a compulsory vehicle system the user cannot be forced in a scheme that discloses information.
  • the Dutch national privacy body CBP has not accepted the possibility of having a vehicle logged on actively all the time during a trip with active hand-overs being registered in the mobile network in base stations and leaving a trace in the network registries, as that could lead to the perception of a 'national vehicle following system'; as a consequence the CBP required the Mobile Entity to be 'asleep' when not sending charging data. Now that poses a problem for enforcement, as then there would not be a possibility to check all current active users, because we need to know and select all vehicles driving in a road operator domain.
  • US 2007285280 discloses a method for charging toll users in which the mobile operator determines if the cellular device is within a toll collection subscribed area by the base station analyzing if the user is entering a cell on a Location Area list, a useful concept but we note that the mobile entity installed in the vehicle that recognizes which cell it is in, then is implied to be 'always on' - in violation of the said CBP requirement. For enforcement we would miss sleeping mobile entities this way as these are not actively logged in.
  • the network operator or the service provider can define one or more LSA(s) for a subscriber, as allowed for restricted access conform 3GPP TS 23.401; where Location Areas, Routing Areas and Tracking areas (a set of cells) are grouped into lists (here commonly referred to as Tracking Area lists), which are configured on the Mobile Entity on the SIM card by the mobile operator.
  • the list can be configured and managed over the air in the TE.
  • a Traffic Area List will comprise all cells and areas covering a specific road infrastructure of a Road Operator.
  • EP 2017790 A PARKER, GRAHAM 21.01.2009 (Position-based charging) compares a position from a camera with a frozen itinerary of the OBU data, it sends a location and time to the OBU over a CN as a compliance check request and later compares this with a frozen logging; it uses roadside equipment and hence cannot solve the psychological and economic challenge of enforcing everywhere against zero marginal costs.
  • EP 2423885 A KAPSCH TRAFFICOM AG
  • an enforcement method is needed that fills the gap of enforcement of a DSRC-based system for e.g. Heavy Goods Vehicles with near-zero marginal costs.
  • the method must be capable of working with road side equipment and without road-side equipment; provide full privacy in handling sensitive data; be cost-effective; interoperate with both distance-charging and Vignette users that populate the roads; work on all roads at all times on all lanes in all weather; work when mobile entities are in a sleep state.
  • the invention provides enforcement of a correct registration of road usage where the user is obliged to record a distance based charge or has an obligation to register for a period-pass such as a Vignette.
  • the invention provides enforcement of a correct registration of road usage by verifying if the position of the vehicle is the same compared to several alternative ways to determine the position.
  • the best mode contemplated of carrying out the invention does not even use roadside equipment, and thus can be used to check the correct registration on all roads under all weather conditions; this method can be used to advantage by selecting vehicles that are registered as participating in Road User Charging in the mobile network; this method can be used as an add-on in existing (DSRC-based) enforcement systems extending enforcement also to areas without roadside equipment.
  • DSRC-based add-on in existing
  • the invention provides enforcement of a vehicle that participates in Road User Charging in several ways, each method providing a position the vehicle was at (being spotted on that location); where it says it was (having registered that position) and where the vehicle 'really' has its whereabouts (being located in the mobile network), and by comparing any pair of such data, errors in registration can be found.
  • Vehicles that are found to be at fault can be put on a 'grey list' to facilitate interception (stopping for inspection, as it takes place in near real time) greatly improving the effectiveness of mobile enforcement units, thus extending the triggering of interception from just beneath gantries to the whole enforced infrastructure.
  • erroneous navigation for instance a spoofed or replayed GNSS signal
  • This invention uses a method of enforcement by cross-checking positional data from several independent sources.
  • the means to retrieve or derive these positions as used for enforcement are generic and well known capabilities.
  • Usage Parameters signify the type of charge that is to be paid can be retrieved or determined; the Usage Parameter refers to for instance a highway, city, city centre or suburban area, corresponding to a specific price plan, further comprising such dimensions as an area, an object, or a time; the vehicle determines and records the Usage Parameter; the Usage Parameter from spotting a vehicle is known.
  • a first generic source of positional information about a vehicle is by asking the OBU where it thinks it is.
  • a mobile communications connection is used to set up a telematics connection to the in-car on-board unit (OBU).
  • This telematics interface is used to retrieve the last or current position as well as the Usage Parameters and the status, integrity and validity flags and other pertinent health and safety information from the OBU.
  • This position information may also reside outside of the OBU, for instance at a Service Provider. Data can be signed by a Trusted Element (frozen journey) or stored in a Trusted Recorder or reside with a Trusted Third Party.
  • a second generic source of positional information about a vehicle is derived from a Location Based Service (LBS) in a mobile network that is used to determine the location of the mobile entity of the OBU;
  • LBS provides positional information independent of the registration function of the OBU. Being determined or derived independently, it can be used to verify the OBU data.
  • the Usage Parameters may be derived. The orchestrating process that decides on gathering additional positional information selects this input.
  • the mobile network positioning of Location Based Services may use pinging or paging of the mobile unit, may employ triangulation methods of field strengths, round-trip timing differences, Observed Time Difference of Arrival, angle and phase differences, and Cell-ID referenced methods; Location based services may be implemented on the SIM card or reside in the network on central equipment.
  • a mobile cell has a known position and size (even if it is dynamic). Also other systems and methods both known now and which may be discovered hereafter can be employed for determining the position of the mobile apparatus in the mobile network.
  • a third generic source of positional information is spotting a vehicle comprising making a picture of a vehicle using enforcement or surveillance cameras with ANPR technology (automatic number plate recognition) while the camera position is also recorded, giving an position of the vehicle; manual-spotting input; by using other sensors such as readers of an electronic license plate; reading the electronic vehicle identity as provide by the Mobile Entity of the OBU.
  • ANPR technology automated number plate recognition
  • the camera source is varied, being a dedicated enforcement camera for the Road User Charging system, on portals and gantries on roads where the location is known; a source from mobile enforcement units and police surveillance vehicles, being attached in or on the mobile unit; a source related to for example a speed or traffic enforcement system using methods such as using inductive loops; a source from a route-based speed enforcement system and similar enforcement systems; a source from surveillance placed on border crossing infrastructure; a source being an officer who observes the traffic and keys the vehicle identifier into an apparatus the position be determined or is known; the spotting information including position, time and Usage Parameters.
  • the fixed camera positions and Usage Parameters per installed camera are stored in a database (in 106).
  • camera sources are polled (by 106).
  • a photographic camera is generically a sensor, other useful sensors comprising video cameras and sensors to read electronic license plates and mobile network-derived identification methods comprising distributing the identity over the uplink channel. Also other sensors for observation and determining the vehicle identity both known now and discovered hereafter can be employed.
  • a first aspect starts with random selecting a Road User Charging Mobile Entity from a Service Register, comprising the Home Location Register (HLR) or Visitor Location Register (VLR) of the mobile network; a vehicle is selected from the list of vehicles that have registered in the network with its subscriber identity (IMSI).
  • IMSI subscriber identity
  • a simple form of LBS is possible using the Subscriber ID is used to retrieve and determine the positional information, for instance directly from HLR/VLR by using the MAP ATI command to extract the cell information.
  • the mobile network can also be used to get a position of the mobile entity of the OBU, by using Location Based Services.
  • LBS is performed on the SIM card of the ME. The position that the vehicle has been recording itself is requested from the OBU or a frozen journey (and encrypted) detail.
  • a telematics interface is used to get the position and further data from the OBU or its Trusted Element: position, time, status information and a Usage Parameter. Subsequently the two geo-positions (vehicle position as recorded and vehicle position as determined with LBS at the same time) are compared, and errors in the matching are handled. In an embodiment, the positions can also be compared by an applet on the SIM card and the result returned.
  • a second aspect of our invention is to use spotting information as input; where a camera or officer observes traffic, itself having a pertinent and known position (in terms of universal geographical latitude/longitudinal coordinates) and Usage Parameter at that spot; recording the time of passage and the vehicle ID; and then determining the vehicle's position through a Location Based Service (LBS).
  • LBS uses the subscriber identity of the OBU to perform a determination of the position of the GPRS entity using Location Based Services on the mobile net.
  • the outcome is a geo-location of the OBU that is passed back to the EA.
  • the matching apparatus compares the two geo-positions, the geo-position given by a camera or officer and the vehicle's position according to the LBS.
  • a Road User Charging vehicle is equipped with an OBU with a Mobile Entity (ME); with a SIM/USIM card; the SIM card preferably having applications, applets, modules to interface with the OBU and its Trusted Element, and to connect to the central equipment.
  • ME Mobile Entity
  • SIM/USIM card the SIM card preferably having applications, applets, modules to interface with the OBU and its Trusted Element, and to connect to the central equipment.
  • the MNO detects the type of user being a RUC group member for instance through IMSI analysis, and or a check of an EETS Register; subsequently registering the ME - that represents the vehicle - as a RUC type of user in a Service Register, recording the vehicle and the type comprising Distance Charging users and Vignette users.
  • Any vehicles from said Service Register can be Selected 103, basing the choice on identification in said Service Register as being a participant of road user charging and the type, after which a cross-check of positions can be requested - or simply the existence of a Vignette can be checked immediately.
  • the selection from said Service Register comprising the vehicle-ID, P-IMSI of a road user, the time usage was detected, the type of road use; the selection from said Service Register being done:
  • Requesting OBU Position 105 and Requesting Localisation 104 takes place for each selected vehicle.
  • the choice of LBS can be made on the basis of the required precision, such as that the Usage Parameters might convey. For example, with a 'high' Usage Parameter a fine-grained LBS is requested with triangulation; with a 'low' Usage Parameter a rough LBS based on a cell-ID can be used. Or with high frequency comparisons, the cell-ID can be checked in the list of Most Frequent Occurrences ( fig. 5 ).
  • Matching calculates elongation of two positions 'as the crow flies'. A time difference translates in a possible travelled distance that has to be taken in account.
  • the formula for matching positions takes care of the time differences, the slack might be in the order of a few seconds to maybe half a minute, which means that the Travelled Distance Trd can be 0,5 to 1,2 kilometres.
  • the Lead-way parameter L designates the allowed difference; this can be within 100 m in many cases; a Cell-ID derived position where the radius of the cell is 2 km is widely acceptable for enforcement in a rural area, L being 2.000 m in this case, leading to an algorithm like: Matching Algorithm : ls 0 ⁇ E - Trd ⁇ L ?
  • Enforcement 208 From an enforcement point of view an outcome of zero is objectionable (indicating a common source for both); Enforcement 208 will have to follow policy guidelines and business rules of handling a case outcome. Also other algorithms can be used to determine the elongation, the matching result and the acceptability.
  • the matching can only take place after opening it with the secret key distributed for enforcement.
  • Checking for a valid Vignette 212 optionally takes place (depending on rules): for all non-compliant users of the type Distance Charging; a selection of a vehicle from a Service Register or a received vehicle identity from a spotting that is of the type Vignette is matched against a Vignette Register 215 to check a valid entry. Said selection is done on a periodical, for instance daily basis by selecting all road users of the type Vignette and verifying if there exists a Vignette for them; and adding one if absent.
  • the Comparison Record 500 is closed. If in error, the Comparison Record 500 is handed over comprising: in Fig. 3 , indirectly using the Anonymity Service that returns the Vehicle ID 33, 34 for de-anonymizing the vehicle of the case; directly using a case number 35; indirectly where vehicle IDs from open cases are hashed and the errored comparison results retrieved.
  • a follow-up is initiated, that falls outside the scope of this invention, comprising: the case is closed; informing mobile interception teams; raising a penalty, charging a Vignette, informing the back-office with details of the offence; investigation by officers; a message sent to the OBU to inform the driver of a malfunctioning of the OBU and keeping the driver informed about the outcome of the verification (enforcement) process.
  • the Comparison Record (500) stores the background and details of the comparison, containing a pair of positions with details. While preferably an anonymous vehicle ID is used as primary identifier, the Case ID can also be used as key, or no anonymization measures taken.
  • the historical records can be reviewed by an investigator to check past performance of the OBU to detect trends in an anomaly. Such a review can be automated in a root cause and fault analysis procedure.
  • the data-store becomes a historical database of Most Frequent Occurrences that is used for quickly looking up if the user is probably in the area designated by the given position.
  • a history is built up with a frequency distribution of most often occurrences of a pair.
  • the set is enlarged in size every time.
  • the set is learning by example. It allows a fast, effective and efficient checking of positions, presenting e.g. the cells in which spotted vehicles by a roadside sensor are most frequently logged in.
  • the Case Record registers the origin of the enforcement activity, with a Case ID (such as a sequence number); vehicle ID; the origin of the case comprising: being selected, spotted by a detection apparatus or a manual selection by an investigator; time and date; what positioning was selected; the result of the matching; checking of the Vignette; decided follow-up activities comprising identifying errors, malfunctioning, and possible fraud; a closure indicator.
  • a Case ID such as a sequence number
  • vehicle ID such as a sequence number
  • the origin of the case comprising: being selected, spotted by a detection apparatus or a manual selection by an investigator
  • time and date what positioning was selected
  • the result of the matching checking of the Vignette
  • decided follow-up activities comprising identifying errors, malfunctioning, and possible fraud
  • a closure indicator such as a sequence number
  • All active users can be selected from a Service Register, with the MNO detecting RUC users such as through number analysis; the users are updated in said Service Register.
  • RUC users are preferably only registered when driving on a road operator infrastructure.
  • the MNO creates a list of all cells and cell-areas that correspond to the road operator domain, where the two infrastructures correspond, a Traffic Area List (comprising specific tracking area list, location area list, routing area list), said Traffic Area List connoting the Road Operator Infrastructure, where such lists may be specific per RUC type, where the MNO can distribute said List corresponding to the Road Operator infrastructure to specific ME's of a RUC group of users.
  • a subscriber logs into such a cell it is said to camp on that cell and from that act the vehicle is assumed to make use of the road infrastructure, the user contractually having accepted this conclusion.
  • the ME is provided in a version of the invention with a monitoring unit, that actively compares a new cell with said List. Once a new cell is detected that belongs or no longer belongs to said List, the Mobile Entity wakes up and automatically logs in; and in that process a Service Register is updated; thus the ME registering in to a network (109) only once when it is starting in and when driving into or out of a domain - when passing a virtual border; allowing a sleeping Mobile Entity while it safeguards itself from trespassing a virtual border of entering onto another or outside of road operator infrastructure undetected.
  • the result is that only active road users are registered in a Service Register (202) and can be Selected (203). This prevents queries from , to and about vehicles that are not or no longer using the road operator infrastructure.
  • the concept of statistical scanning is used for checking the individual usage of a vehicle at months' end by performing statistical scanning of road usage by 1) randomly selecting RUC-group member vehicles from a list of all RUC-vehicles comprising said EETS Register; 2) looking up if the vehicle is registered in said Service Register, a positive outcome being a 'sighting'; 3) and increment a period counter for the vehicle for each 'sighting'; the scanning having a fixed frequency and a fixed randomness.
  • Anonymization is a key means to attain privacy, and in one version of the invention a one-way cryptographic hash function comprising SHA-224, SHA-256, SHA-512, MD5, is used to create an anonymous token that corresponds to the vehicle ID but cannot be used to disclose the vehicle ID.
  • the vehicle ID is preferably expanded with the country designation.
  • the hash value is calculated for the identity (vehicle) again and the database is searched for that hash value, allowing an investigator to detect patterns in past encounters of that vehicle.
  • a Label Translation Service is used to shield the vehicle identity such as the license number from the actual GPRS-identity used as subscriber identity (P-IMSI) on the mobile data network by translating an anonymous Subscriber-ID and or an anonymous Vehicle ID; translating an anonymous Subscriber ID into a public known vehicle ID.
  • LTS Label Translation Service
  • the OBU with positioning, comprising existing and new GNSS Satellite beacons, such as GPS, Galileo, land-based beacons, such as WAAS and EGNOS, comprising plain signals or having an authentication information in the signal; the position and navigation apparatus of the OBU being outside of the invention.
  • existing and new GNSS Satellite beacons such as GPS, Galileo, land-based beacons, such as WAAS and EGNOS, comprising plain signals or having an authentication information in the signal; the position and navigation apparatus of the OBU being outside of the invention.
  • the telematics interface of the stationary apparatus to the OBU is a proxy.
  • the interface to get the position using LBS is a proxy.
  • a benefit of one version of the presented enforcement method is that it provides the possibility of selecting methods out of a portfolio of surveillance techniques and giving a perceived equally dense enforcement on the whole infrastructure of the road operator without pertinent black spots or gaps, not wholly being dependent of roadside equipment, while all kinds of (preferably certified) existing camera's can also be used as input.
  • the scheme can be implemented as an addition to DSRC-based enforcement, being fully interoperable; or can be used independently as a stand-alone GNSS/CN enforcement solution.
  • a benefit of one version of the invention is that it provides interoperability of Road User Charging by handling all interoperable OBUs from the own population of an EETS Provider similarly to those of other EETS Providers, such as foreign vehicles.
  • a benefit of one version of the presented enforcement method is that Enforcement of Road User Charging can be executed in all road infrastructure whether on highways or local roads, in cities or in the suburbs, in all weather conditions at all times, on all lanes at the same time, while ensuring privacy.
  • a benefit of one version of the presented enforcement method is that users of the RUC type Distance Charging and Vignette are registered immediately when entering the road operator domain, increasing the compliance without depending on roadside equipment (gantries, cameras) for punitive enforcement.
  • a benefit of one version of the presented enforcement method is that it allows great savings in the roadside equipment for solutions using DSRC; as well in a stand-alone solution as possibly great savings on the on-board unit and its installation and maintenance processes; in short great reduction in CAPEX and OPEX.
  • input handling apparatus the apparatus for gathering additional positional information, the matching apparatus and the apparatus for handling errors build up a system for enforcing a characteristic of usage of traffic infrastructure (in particular comprised of roads, railways, waterways, and the like and/or gantries such as tunnels, bridges, ferries and the like as well as corresponding services) for automobiles, small vehicles, for small freight and for heavy freight vehicles that in one embodiment can be used as an add-on to an existing enforcement system or in an other embodiment can stand alone.
  • traffic infrastructure in particular comprised of roads, railways, waterways, and the like and/or gantries such as tunnels, bridges, ferries and the like as well as corresponding services
  • the enforcement handling is described as an enforcement method that selects, receives and compares independently derived positions of a vehicle with an OBU with mobile data access to detect non-compliant users to find evidence if there is a difference in the recorded, observed or determined positions of a vehicle.
  • Fig. 1 shows the scheme of three methods of gathering positional information for enforcement of Road User Charging in which the methods provide a set of independently derived positions of the vehicle that can be compared to assess if the usage is or has been recorded successfully. By comparing the positions and presence on the road infrastructure the likelihood of errors can be assessed. The process is triggered by either selecting active road users or from spotting a vehicle in the traffic. Positional information is gathered from a camera, from the OBU recording or from location based services.
  • a Vehicle 101 logs in to a mobile data network 109, and the subscriber identity and further details such as time, type and current cell are recorded in a Service Register 102.
  • Fig. 1 where Enforcement 108 receives a Vehicle Identity of an active vehicle 101 from a selection device that has, preferably randomly, selected a vehicle participating in the Road User Charging (RUC) from all active vehicles from a Service Register 102, comprising basing the choice on an identification in said Register 102 as being a participant of the RUC, after which the positions can be cross-checked.
  • RUC Road User Charging
  • Enforcement 108 requests the last position 105 and Usage Parameters of the vehicle that the vehicle OBU has determined by means of GNSS and or other means; by establishing a telematics connection with the on-board unit OBU over the mobile data communications network 109, to retrieve the last used or recorded position and Usage Parameters of the vehicle 101; and/or retrieving the status, integrity and health indicators that the OBU keeps of its own functioning; with the time-stamp.
  • Fig. 1 where Enforcement 108 requests the determination of the position of a vehicle 101 by requesting Location Based Services (LBS) 104 I a mobile network; comprising triangulation or retrieving the current cell of the vehicle's ME, optionally converting the current cell-ID to a rough set of latitude/longitudinal coordinates based on the known location of the cell; with a time-stamp.
  • LBS Location Based Services
  • Fig. 1 where a camera or officer observes 107 a vehicle 101 making use of the road while the spottings are handled by Spotting 106 and the Vehicle ID is sent to Enforcement 108 with positional data, Usage Parameters and time-stamp, said Spotting also including means such as polling.
  • Fig. 2 shows a high level flow of the process of and including Enforcement 208, where the following sequence or similar steps can be executed, comprising:
  • Step 1 showing the process of Orchestrating 209 leading to Selecting 203 logged-in vehicles in a Service Register 202; optionally basing the selection on an EETS Register 214; or Receiving spottings 206 of a vehicle from a camera source preferably through a random polling process; and subsequently
  • Step 2 Gathering 210 additional positional and usage information from or about the vehicle; one source being by Requesting 205 the position as recorded by the vehicle OBU comprising the last position; another source by requesting 204 the position that the mobile entity has according to the mobile network's location based services; storing the received positional data preferably with an encrypted Vehicle ID; while creating a Case 218;
  • Step 3 Comparing 211 the outputs from the previous processes, verifying if it concerns the same or similar position at the same time; where the Usage Parameters from the sources must be equal; where the said comparison is executed with certain quality boundaries, to cater for differences in underlying technologies and purpose of enforcement and time differences; assessing the output of the comparison of the previous step for the likelihood of a temporary mislocation in using the GNSS (such as a long first time to fix) or of a serious malfunctioning of the GNSS unit of the vehicle's OBU in recording a position; and if in error, making a choice of an iteration or of proceeding with handling the error; the comparison being made comprising active calculation of elongation between the positions; and a lookup of most frequent combinations of previously encountered positions in a historical database.
  • the Comparing 211 optionally being performed in the mobile apparatus comprising in the SIM card, to which the first position has been sent; the mobile apparatus thus performing a step on receiving a position with a time, a step of Requesting 205 the position from the OBU with a time, a step of Comparing 211 of received and requested positions, a step of concluding 213 on the outcome; a step of sending a response to the stationary apparatus.
  • Step 2 further comprising Orchestration 209 filtering all received users of the type Vignette for checking of a valid Vignette 212;
  • Step 4 Checking 212 the entry of the vehicle ID in a Vignette database 315 if needed, such as determined in the policy of handling non-compliant road users; the Vignette database 315 preferably being anonymized;
  • Step 5 Concluding 213 on the basis of the previous steps if the Case 218 shows a (serious) error or fraud of a vehicle's registration of positions; reversing anonymization; initiating follow-up activities for the Service Provider (comprising informing the user through a user interface of the OBU and sending letters, filing a fine) or law enforcement, and updating Case 218 with the findings.
  • Fig. 3 shows a high level view of the invention to create an administrative domain that works with anonymous subscriber identities of vehicles to enhance privacy in processing.
  • the processes of fig. 2 are rearranged to show the flow of information in the domains of public handling to the right and anonymous handling to the left.
  • the Anonymizing Service 317 provides anonymization in the translation and transformation of a [readable] Vehicle ID it receives in a non-corresponding and anonymous token.
  • the Anonymizing Service 317 thus having two sides: the side with anonymity 317-a to the left, and the side with public readable vehicle ID's 317-p on the right.
  • the left side of Enforcement 308-anon contains the massive and automated handling of anonymously comparing positional information.
  • Such a split is a key component in the design of the invention as it answers the grave concerns with the public and politics about having a method for continuous gathering and storing of positional enforcement information about vehicles while ensuring privacy and security, these aspects being critical for acceptance by stakeholders.
  • Fig. 3 further shows Orchestration 309 handling input from Selecting a vehicle 303 and receiving a Vehicle ID from the camera interface 306.
  • This data with Vehicle ID is first 31 passed on for anonymizing 317 into an anonymous token; and then handed on 32 to the activity of Gathering 310 additional positioning information about the vehicle.
  • the pairs of positional data are Stored 316 anonymously in a datastore. From the moment of anonymizing the subsequent handling up to and including Comparing and matching positions 311, Checking 312 a Vignette 315 is done with full respect of privacy in the anonymous domain of Enforcement 308-anon.
  • the telematics retrieving positions 305 and the LBS positioning 304 are initiated in this anonymous domain.
  • the process of Follow-up 313 with deciding on actions is performed in a domain 308-publ of publicly known and readable Vehicle ID's.
  • the output of Comparing 311 is handed over to Concluding 313 and hence enters the public domain again.
  • This process comprising 1) the still anonymous ID is passed back 33 to the Anonymization Service 317 that returns the vehicle ID, when a reversible encryption is used, what we can call a push-service; 2)
  • Follow-up 313 receives the output, based on a case-ID, also a push-service; 3) the vehicle ID is hashed and the returned hashed value is used to find the records corresponding to this key, what we can call a push-service, the latter being indirect hence needing a polling from the output handling with a short as possible delay, but this model might be optimal in privacy by not disclosing any details, not even a case ID.
  • Fig. 4 shows a workflow that starts with triggering information of receiving selected users 403 and of receiving spotting information 406 and then deciding what to do: if the user is registered in an EETS Register as a Vignette type user, the vignette is checked 212; if the user is of Distance Charging type then the OBU position is retrieved 405; if the Usage Parameter from the triggering information or from the OBU result (Usage Parameter being part of the received output from 405, this dataflow not shown) is 'low', then a rough LBS is requested 404; if the Usage Parameter is 'high' then a precise LBS with e.g.
  • Fig. 5 shows a possible data structure of the central store of Comparison Records. It shows a record comprising four parts: the identifier comprising a case ID, a vehicle ID, temporary P-IMSI; preferably a hashed vehicle ID 501; information about the source 501; the primary positional information 502; the secondary positional information 503; the results of comparing and matching 504; status and follow-up steps 505. Over time, the case-specific parts 501, 505 might be deleted thus retaining only a database of Most Frequent Occurrences where the primary key becomes the fist position 502.
  • an enforcement for road pricing has been disclosed in which a vehicle that participates in Road User Charging can be checked by Enforcement in several ways, each method providing a position the vehicle was at (being spotted on that location); where it says it was (having registered that position) and where the vehicle 'really' has its whereabouts (being located in the mobile network).
  • Enforcement is diversified because of the methods that have been introduced of comparing a pair of independently derived positions of the vehicle can cooperate seamlessly with existing methods and handling. Enforcement can be done even without roadside equipment because active road-using vehicles can be retrieved from a Service Register through a selection process of vehicles, where all users are registered - including even when their mobile entity is 'asleep'.
  • the method of enforcement provides solutions for interoperability by automatically checking each interoperable foreign vehicle as distance-registering user or as one requiring a day-pass or Vignette - all within rules and regulations, providing interoperability and non-discrimination, for example that a non-compliant user must then have a Vignette.
  • the method provides a secure and privacy-preserving way of handling enforcement.
EP13165355.2A 2013-01-02 2013-04-25 Verbesserung der Handhabung eines Strassenmautsystem Withdrawn EP2752821A2 (de)

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CN106683211A (zh) * 2016-12-21 2017-05-17 广州华工信息软件有限公司 一种基于相控阵的智能etc车道收费系统及方法
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EP3113119A1 (de) * 2015-07-03 2017-01-04 Toll Collect GmbH Verfahren zur verfolgung mautpflichtiger fahrzeuge in einem mautsystem
CN106683211A (zh) * 2016-12-21 2017-05-17 广州华工信息软件有限公司 一种基于相控阵的智能etc车道收费系统及方法
CN106878279A (zh) * 2017-01-09 2017-06-20 上海蔚来汽车有限公司 充换电设施和待充换电对象的自动鉴权方法和系统
CN111587446A (zh) * 2018-01-16 2020-08-25 爱知制钢株式会社 驾驶支援系统
CN111587446B (zh) * 2018-01-16 2024-04-12 爱知制钢株式会社 驾驶支援系统
WO2020128566A1 (en) * 2018-12-17 2020-06-25 Pratik Sharma Verifying trip data using co-location information
CN114387682A (zh) * 2021-12-10 2022-04-22 深圳市捷顺科技实业股份有限公司 一种车辆管理方法、系统、设备及相关存储介质
CN114387682B (zh) * 2021-12-10 2024-03-26 深圳市捷顺科技实业股份有限公司 一种车辆管理方法、系统、设备及相关存储介质

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