EP3012810A1 - Procédé et unité embarquée pour l'enregistrement de péage - Google Patents

Procédé et unité embarquée pour l'enregistrement de péage Download PDF

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Publication number
EP3012810A1
EP3012810A1 EP14189554.0A EP14189554A EP3012810A1 EP 3012810 A1 EP3012810 A1 EP 3012810A1 EP 14189554 A EP14189554 A EP 14189554A EP 3012810 A1 EP3012810 A1 EP 3012810A1
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EP
European Patent Office
Prior art keywords
control
obu
vehicle
distance
data
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EP14189554.0A
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German (de)
English (en)
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Marte Gerhard
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Individual
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Individual
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Priority to EP14189554.0A priority Critical patent/EP3012810A1/fr
Priority to EP15784334.3A priority patent/EP3210194A1/fr
Priority to PCT/EP2015/074252 priority patent/WO2016062712A1/fr
Publication of EP3012810A1 publication Critical patent/EP3012810A1/fr
Withdrawn legal-status Critical Current

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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
    • G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
    • G07B15/06—Arrangements for road pricing or congestion charging of vehicles or vehicle users, e.g. automatic toll systems
    • G07B15/063—Arrangements for road pricing or congestion charging of vehicles or vehicle users, e.g. automatic toll systems using wireless information transmission between the vehicle and a fixed station

Definitions

  • the invention relates to a method for toll collection and an onboard unit (OBU) for carrying out the method, in particular travel distance and time data acquisition, according to the preambles of claims 1 and 13.
  • OBU onboard unit
  • onboard equipment that implements at least one in-use link usage calculation system.
  • the equipment includes a vehicle position data providing vehicle position device, a map memory containing one or more maps, a map comparison device that receives vehicle position data from the vehicle position device and map data from the map memory, compares them and determines therefrom the route usage data, a communication device in the form of a GSM / GPRS communication device Receives data for the route usage calculation and sends it to a background device.
  • the on-vehicle equipment may switch between two comparison modes, an off-vehicle map comparison mode in which the data received and transmitted from the communication device is the changing vehicle position data from the vehicle positioning device, and a vehicle-side map comparison mode in which the data received and transmitted by the communication device is the one Track usage data from the card comparison device is.
  • an off-vehicle map comparison mode in which the data received and transmitted from the communication device is the changing vehicle position data from the vehicle positioning device
  • a vehicle-side map comparison mode in which the data received and transmitted by the communication device is the one Track usage data from the card comparison device is.
  • the location and time of entry and exit from a zone can also be recorded.
  • at least one surface in the form of a polygon is stored in the equipment or in a trailing computer.
  • only one surface in the form of a polygon corresponding to the paid area must be stored in the on-board equipment, but information about the distance traveled within the area may well be recorded for purposes of proof. In the case of highways, the distance covered can either
  • the WO 03/098556 discloses an evaluation system for determining the time and / or distance traveled by a vehicle in a particular zone.
  • the Zone is defined as a geographic polygon corresponding to larger streets.
  • the system calculates the distance traveled in a combination of corridors and polygon zones and spent time.
  • the evaluation system needs only a limited accuracy for the position determination, since only usage and time information within each zone are determined.
  • the EP-A-1 696 208 discloses a method with which vehicles can be detected reliably when driving in and out of a certain area in a simple manner and with the simplest possible processing and calculation of data. This object is achieved by taking into account not only pure position data of the vehicle derived therefrom information such as the direction of travel. In the process, surfaces in the form of polygons are placed over entrances and exits and it is determined whether a vehicle is in such an area or not. If the vehicle is in the area, its direction of travel is additionally determined by comparing it with a direction-dependent attribute of the area. This has the advantage that a crossing of the surface is mistakenly regarded as driving on the geographical area associated with the surface.
  • the area may be superimposed on the coordinates of a geographic area, eg, a city, covering at least a portion of the geographic area to detect entry and exit from the geographic area.
  • the device used for the implementation is connected to a computer center in a communication connection, via which data (results of the comparison operation) and an identification data of the vehicle can be transmitted.
  • the WO 2009/146948 describes a method for collecting a motor vehicle toll using satellite and / or mobile telephone location, in which method at least one vehicle device on the basis of detected location data and stored tariff data fee data are determined, between the vehicle unit and a central system Established communication link, and for all actions of data transmission and billing authenticated certificates and digital signatures are used to ensure access, billing and tamper resistance.
  • predetermined location data which are respectively required as a function of the current vehicle position are transmitted from the central system via the communication connection to the vehicle device in order to minimize the data stored in the vehicle device to reduce.
  • repeatedly used location data remain permanently stored in the vehicle unit.
  • the given location data may include information about the network availability of the communication link as well as about the local quality of GPS signals.
  • any time- and / or km-dependent toll system can be technically realized with a GPS track recording (track log).
  • the evaluation of the lane data can take place both in a vehicle device itself or on a server.
  • the biggest drawback, however, is that even if the aforementioned techniques were to work perfectly, the data protection authorities of many countries prohibit the transmission, storage or evaluation of route and speed data to a server, since the privacy of the driver can be violated.
  • the height of the highway toll for eg trucks depends among other things on the total number of axles or the total weight.
  • the total number of axles and the total weight are composed of the towing vehicle and the towed vehicle.
  • the driver Before driving on a toll road with a trailer or semitrailer, the driver must enter the appropriate number of axles or the total weight of his vehicle combination in an on-vehicle data acquisition module (OBU).
  • OBU on-vehicle data acquisition module
  • the OBU of the towing vehicle at toll bridges and / or control points sends, in addition to the OBU-ID and other information, the number of axles and / or the total weight specified by the driver.
  • control bodies have different technologies for determining the real number of axles or the total real weight.
  • the photo becomes with the mark of the pulling Vehicle is stored as evidence and forwarded to the authorities or operators of the traffic toll road for follow-up (the license plate of the towed vehicle is irrelevant).
  • Tolls can be billed to individual vehicles using the systems mentioned above to record the distance covered.
  • Tolls can be billed to individual vehicles using the systems mentioned above to record the distance covered.
  • composite vehicle combinations consisting of a towing vehicle and a trailer, however, there are no solutions that would allow automatic billing of tolls. Rather, it is the case that the truck driver must manually record the presence or absence of a trailer and enter it into a billing device.
  • truck trailers or truck semi-trailers on highway or expressway routes may be automatically manned, i. be charged with user charges.
  • the subordinate roads lack an automated bounce control. It also lacks the involvement of the trailer or semitrailer plate for bounce control.
  • the object of the present invention is to provide a self-sufficient, automatically operating, driver input-independent data acquisition system for toll collection.
  • One goal is to provide a method and an OBU that can be used to record toll data either for driving on highways and / or low-level roads such as highways, without the need for expensive installations.
  • Yet another objective is to propose an OBU and a method that complies with the selective privacy laws in the various countries (e.g., no transmission of driving profile data to a central computer).
  • Yet another goal is to propose an OBU and a method that is parallel compatible with all existing toll systems, ie, that the toll data calculated by the OBU match the calculated toll data of the respective foreign system.
  • Another aim is to determine, without driver intervention, whether or not there is a vehicle combination of towing vehicle and trailer. Another goal is that no complex control systems for determining a vehicle combination, the total number of axles and the total weight are needed and the system can thus be used on subordinate roads with any number of intersections. Yet another goal is to be able to control the vehicle combination from behind (e.g., OCR (optical character recognition) camera image of the trailer license plate) for proper coupling with a towing vehicle registered in the system.
  • OCR optical character recognition
  • the subject of the present invention is a method for detecting the distance traveled by a vehicle on a toll road.
  • a check is made on the basis of the geographic coordinates of a vehicle as to whether this area liable to use tolls is traveling or staying there by monitoring access to and leaving these areas.
  • the steps a to d are carried out for the preparation of an OBU, preferably with the aid of an existing Geographic Information System (GIS).
  • GIS Geographic Information System
  • the lengths of road sections are set by law through a variety of official measurement points.
  • the measuring sections selected for the purpose of carrying out the method according to the invention can accordingly be composed of a multiplicity of partial measuring sections (measuring points). If all the above-mentioned information is defined resp. calculated, the data can be transferred to a computer or toll server, who then via a DSRC communication device to the OBUs.
  • the inventive method has the advantage that it has identical results as the z.Zt. used toll collection systems, since it is based on the officially measured waypoints, i. the distance traveled is derived from the statutory length of a section of road.
  • the method is simple to implement, very flexible in use, can be used worldwide and requires no further infrastructure, such as the OBUs, the DSRC control devices and a toll server. Toll bridges, axle counting devices or control devices at the entrances and exits.
  • a very big advantage is that with the proposed method both highways as well as federal roads or bypass roads can be tolled.
  • the distance covered between two control polygons is detected by means of a GPS-Km counter and compared with the control polygon distance stored in the control polygons, wherein the driving direction-specific measuring distance is evaluated after additional checking of the control polygon ID sequence if distance and control polygon distance are within a defined tolerance to match.
  • This procedure is simple and can be performed using the GPS module in the OBU.
  • All movement data recorded by the OBU can be transmitted by means of a DSRC communication device to a corresponding monitoring device having DSRC communication capabilities, ie no continuous data connection to a central server is required.
  • the transmission preferably occurs when the vehicle passes a DSRC controller.
  • the accumulated tolls are fixed at any time, or can be calculated at any time based on the collected data and, if desired, displayed or transferred via DSRC.
  • the information required for the toll charge is transferred when passing a DSRC control device. If, during or after the passage of a control polygon, the measured distance is greater than all control polygon distances that can be logically traversed in the direction of travel, it is assumed that the vehicle has left the course of the road. If, on the other hand, the measured GPS distance and the distance between two consecutively traversed control polygons match, the measured distance stored in the OBU is registered as a vehicle. The stored measurement path does not have to correspond either to the control polygon distance or to the distance measured, for example, by GPS, since the measurement points do not have to match the position of the control polygons.
  • the OBU can at least display its functional state so that the user can see at any time whether the OBU is ready for use and / or has a connection to the satellite navigation system.
  • the data of the OBU can be transmitted via a DSRC interface to an external computer and / or to a mobile terminal. There, the incurred toll fee can be calculated via an Apps.
  • the recorded data can be transmitted to a mobile device, preferably to a control device, smartphone or a tablet computer, in order to check the functionality of the OBU and / or calculate the toll.
  • a mobile device preferably to a control device, smartphone or a tablet computer
  • the traveled kilometers and the accumulated tolls are calculated in the OBU and displayed on a display.
  • the traveled kilometers and accrued tolls via an interface on a computer or a smartphone.
  • a wireless interface such as WiFi available, which allows to display the distance traveled and accumulated tolls on a mobile device.
  • the recorded data of the OBU are additionally transmitted via smartphone or computer to any central detection point.
  • Manipulation attempts can be determined by comparing the OBU-GPS-Km counter reading with the mileage of the vehicle's speedometer.
  • one OBU each and the OBUs are designed to operate synchronously, e.g. in a fraction or multiple of a UTC minute to determine the current position and to contact each other directly or indirectly. In this way it can be easily determined whether 2 vehicles are coupled together or not, i. the driver of a towing vehicle is not required to make manual entries to the OBU.
  • the program is advantageously designed to automatically determine a specific vehicle combination if the position data reported by two OBUs have a substantially constant distance from each other over a certain distance traveled.
  • the OBUs located in the transmission distance of a DSRC communication device directly contact each other and report their respective position data over a certain period of time or a certain distance, wherein the OBUs synchronize the position data - e.g. in the UTC clock, such as every half or full UTC minute - to determine the current position.
  • a vehicle combination of two vehicles is then automatically detected by the OBUs when the position data reported by two OBUs have a substantially constant distance from each other over a certain distance traveled.
  • the vehicle master and movement data are exchanged between the OBUs of the towing vehicle and the towed vehicle.
  • a control polygon pair is used to register a border crossing. This has the advantage that, depending on the direction of travel of a control polygon pair, it can be clearly determined whether the vehicle is on one or the other side of a country border.
  • the OBU according to the invention has the advantage that, for the calculation of the kilometers traveled, the metered distances measured and stored in the OBU, respectively. legally stipulated lengths of road sections. This has the advantage that the measured distances determined are identical to those determined by the systems currently in existence. Also, there are no additional costs for the infrastructure, such as Toll bridges in Austria or Germany or checkpoints on entries and exits in Italy or France. Yet another advantage is that the direction of travel of a vehicle is reliably and reliably determined by the registration of two chronologically consecutive control polygons in the course of the road. Another important feature of the OBU is that only those measuring lanes are detected as traveled distances that have survived a plausibility check with an independent kilometer measurement.
  • Another advantage of the inventive OBU is that a separate mileage detection of highways, highways, bypass roads and subordinate roads including off-road driving without additional effort is possible. This is very important for the allocation of toll income to the respective road owner. By comparison with the vehicle's tachometer, it is also possible to ensure that the OBU has been correctly installed and carried along (bounce check).
  • a DSRC communication device is sufficient for data exchange, i. There is no need for a permanent online data connection to a central computer.
  • the transmission of the toll data and the control of the OBU functionality are exclusively via "short range communication", such as EETS (European Electronic Toll Service) or by means of DSRC. Depending on the country-specific laws, only those data are transmitted that comply with the respective data protection regulations.
  • the inventive method has the advantage that no communication via the GSM network is required, i. that the OBU is self-sufficient. Because preferably no GSM module is provided, a location of the vehicle by third parties outside the DSRC area is not possible. Consequently, such a device meets the requirements of modern data protection.
  • the OBU according to the invention fulfills the data protection regulations of most countries (no driving profile recording and no GSM locating allowed).
  • the distance covered between two control polygons is detected by means of a GPS-Km counter and compared with the control polygon distance stored in the control polygons, wherein the driving direction-specific measuring distance is evaluated after additional checking of the control polygon ID sequence if distance and control polygon distance are within a defined tolerance to match.
  • the communication device is a DSRC communication device, e.g. Bluetooth, WiFi, ZigBee, RFID or NFC.
  • the data transmission from the OBU to the outside world therefore preferably takes place exclusively via DSRC systems.
  • DSRC communication device e.g. Bluetooth, WiFi, ZigBee, RFID or NFC.
  • the provisions of data protection authorities and the requirements for a toll system can be met as far as possible.
  • a GSM communication device can be located even if there is no SIM card, which would be contrary to strict European data protection rules.
  • the OBU has at least two DSRC interfaces, one adapted to transmit the data required for the toll calculation to a DSRC controller.
  • the DSRC controller is designed for bidirectional communication with another OBU.
  • Each control polygon stored in the OBU has stored the control polygon distances to the preceding and to the subsequent control polygon in the course of the road and, depending on the direction of travel, the toll measurement path to be calculated.
  • the stored control polygon distance to the previous control polygon is compared to the value of the GPS Km counter. If these two values agree within a defined tolerance, the control polygon is considered to pass through.
  • the stored measuring distance in the direction of travel is saved as a drive. Control polygons are thus preferably not used to calculate the toll-km, but to determine which toll-measuring path is to be calculated.
  • a control polygon pair may also be used to register a border crossing if the control polygons are located, for example, on both sides of the border. Depending on the direction of travel of the control polygon pair, the vehicle must then be located on one or the other side of the border. This is of great advantage if the driven km on non-tolled roads are to be detected selectively within a border (state, country, city). Thus, e.g. also a city toll, such as in London, by registering the city entrance time and the city extension time point of a vehicle.
  • the OBU may have another DSRC interface by which the distance traveled may be selectively directed to an external computer or preferably a mobile terminal, e.g. Smartphone, to be transferred.
  • the manual or technical comparison of the regular Km counter (speedometer) with the electronic target mileage of the GPS Km counter in the OBU can be used. This can be done, for example, by registering the current mileage of the vehicle in the OBU and preferably in a central server when the OBU is put into operation. Alternatively, it is also conceivable that the km counter of the vehicle is coupled directly to the OBU and deviations in the mileage detection are monitored. It would also be possible for the current mileage of the vehicle Km counter of e.g. a vehicle workshop is transmitted to a central toll server.
  • the operating hours counter of the vehicle is coupled to the OBU and deviations are monitored for driving time detection.
  • OBU OBU-over-Demand Vehicle
  • towed vehicles can be automatically coupled or data-synchronized with the respective towing vehicle without driver assistance. This is particularly important when towed vehicles have a selective toll rate and a bounce check even without toll bridges, such as a toll gate. in Germany or Austria, and without control posts, e.g. in Italy or France, must be possible. This is also particularly important in the tolling of federal roads, because here for practical and financial reasons, not at every road junction a toll bridge or a monitoring device can be built.
  • a trailer equipped with an OBU could be viewed or manned like a normal vehicle.
  • this is not effective in practice, since the resulting toll for a towed vehicle must be added to the towing vehicle.
  • a data synchronization of towing vehicle and towed vehicle is therefore of great advantage.
  • the program stored in the memory is advantageously designed to automatically determine vehicle combinations that are in motion, consisting of a towing vehicle and a trailer.
  • An OBU 11 has a computer unit 19, at least one memory 15 and a GPS module 17 for the calculation of geographic coordinates.
  • a DSRC communication module 23 is provided for the communication of the OBU 11 with a control device 31, a DSRC communication module 23 is provided.
  • a power supply unit 21 supplies power to the above-described components of the OBU.
  • the program 13 and the data are stored.
  • the program 13 is used to control the OBU and calculate the distances covered.
  • the data stored in the memory 15 comprise on the one hand a plurality of control polygons and on the other hand the master data of the vehicle in which the OBU is carried.
  • the control polygons define surfaces by means of a plurality of geographic coordinates, preferably rectangles, which are laid across a road to be monitored. It should be noted that in the OBU 11 itself no digital road maps must be stored, but only control polygons that overlap with the geo-coordinates of the road to be monitored.
  • the controller 31 is in communication with a toll calculator 33 which collects the transmitted user data and ultimately charges the user for the use of the road.
  • the data of the OBU 11 can in principle also be sent to a e.g. Smartphone 29 are transmitted.
  • the communication connection can also be a DSRC connection.
  • the resulting toll fee can be calculated based on the transmitted data.
  • the data can be transmitted to a smartphone of a control body, which can detect, for example, the continuous functioning of the OBU on the basis of a mileage / tacho comparison.
  • Each OBU can also communicate and exchange data with another DSRC area OBU.
  • the highway section 35 comprises on the first lane 37 the three measuring points MP1, MP2 and MP3 and on the other second lane 39 the three measuring points MP4, MP5 and MP6. All measuring points MP n are determined by an official survey and define the official length of a road section lying between the individual measuring points. Between the first and the second measuring point MP1 and MP2 is a first measuring path MS1 and between the second and the third measuring point MP2 and MP3 a second measuring section MS2 defined. On both sides of a measuring point MP n are each spaced apart Kontrollpolygonclame P1 and P2, P3 and P4, respectively. P5 and P6 defined by means of corresponding geo-coordinates. The individual control polygons are separated by the control polygon distances PD1, PD2, .... PD5. These distances are stored in the OBU.
  • a vehicle drives on the route F1 on the highway 35, it passes first the control polygon P5 and then the control polygon P4. After passing at least 2 control polygons, the direction of travel of the vehicle results automatically. After the control polygon P3 is not traversed after the control polygon distance PD3, which is known and stored in the OBU (check by internal GPS-km counter), the vehicle must logically have departed from the highway. Therefore, the measured distance MS2 stored in the OBU is registered as driven motorway kilometers.
  • the program of the OBU carries out the following plausibility check: driving directions Polygon order invalid GPS-PD valid GPS-PD valid MS 1. Second Third 4th 5th 6th PD1 PD2 PD3 PD4 PD5 PD1 PD2 PD3 PD4 PD5 MS1 MS2 MS3 MS4 F1 P5 P4 X X X X
  • control polygons are traversed in the order P5, P4. However, the control polygon P3 is no longer reached. Consequently, only the control polygon distance PD4 lying between the control polygons P5 and P4 is registered as valid, but not the control polygon distance PD3, since the control polygon P3 is no longer passed through. Consequently, the measuring path MS2, which is an attribute of the control polygons P4 and P5, is stored as the measuring path.
  • the vehicle travels on the route F2 the control polygons in the order P5, P4, P3 and P2.
  • the direction of travel is clearly defined.
  • the vehicle After the control polygon P1 is not traversed to the control polygon distance PD1, which is compared to the GPS GPS-Km internal counter, the vehicle is considered to be off the highway. Accordingly, only the control polygon distances PD4, PD3 and PD2 lying between the control polygons P5, P4, P3 and P2 are registered as valid but not the control polygon distances PD1 and PD5 since the control polygon pairs defining the control polygon distances are not traversed. As a driven motorway km are therefore deposited in the OBU Toll routes MS2 and MS1 registered.
  • the corresponding plausibility check looks like this: driving directions Polygon order invalid GPS-PD valid GPS-PD valid MS 1. Second Third 4th 5th 6th PD1 PD2 PD3 PD4 PD5 PD1 PD2 PD3 PD4 PD5 MS1 MS2 MS3 MS4 F2 P5 P4 P3 P2 X X X X X X X
  • the corresponding plausibility check looks like this: driving directions Polygon order invalid GPS-PD valid GPS-PD valid MS 1. Second Third 4th 5th 6th PD1 PD2 PD3 PD4 PD5 PD1 PD2 PD3 PD4 PD5 MS1 MS2 MS3 MS4 F3 P4 P5 X X X X
  • the vehicle passes on the driving route F4 the control polygons P2 to P5. Consequently, the detected measurement path corresponds to the sum of the measurement paths MS3 and MS4.
  • the corresponding plausibility check looks like this: driving directions Polygon order invalid GPS-PD valid GPS-PD valid MS 1.
  • Second Third 4th 5th 6th PD1 PD2 PD3 PD4 PD5 PD1 PD2 PD3 PD4 PD5 MS1 MS2 MS3 MS4 F4 P2 P3 P4 P5 X X X X X X X
  • a vehicle travels both on route F5 as well as on route F6 the entire section of the highway shown. Accordingly, for the vehicle, the measuring sections MS1 and MS2 and the measuring sections MS3 and MS4 are recorded as driven motorway kilometers. The corresponding plausibility check looks like this: driving directions Polygon order invalid GPS-PD valid GPS-PD valid MS 1.
  • Fig. 8 an application example is shown where a vehicle F8 passes though two consecutive control polygons P4 and P5, but the distance measured with the GPS-Km counter is significantly greater than the control polygon distance PD4, ie the plausibility check leads to a rejection of the result. Consequently, there is no valid detection of a measuring section.
  • the corresponding plausibility check looks like this: driving directions Polygon order invalid GPS-PD valid GPS-PD valid MS 1.
  • Second Third 4th 5th 6th PD1 PD2 PD3 PD4 PD5 PD1 PD2 PD3 PD4 PD5 MS1 MS2 MS3 MS4 F8 P4 P5 X X X
  • FIGS. 9 to 14 In each case, an identical street image with federal highway 41 and several subordinate roads 43 to 51 crossing or branching off the federal highway are shown.
  • the control polygons are each overlapped by branches. It is not absolutely necessary that every single branch must be occupied by a control polygon. The more intersections are provided with Kontrollpolygonen, the more accurate the measurement distance of a vehicle can be detected.
  • Fig. 9 Crosses a vehicle on the route F9 the federal highway 41, ie it is only the control polygon P1 passed through, but no further. Accordingly, there is no detection of a measuring section.
  • the corresponding plausibility check looks like this: driving directions traversed polygons invalid GPS-PD valid GPS-PD valid MS P1 P2 P3 P4 PD1 PD2 PD3 PD1 PD2 PD3 MS1 MS2 MS3 F9 X X
  • the corresponding plausibility check looks like this: driving directions traversed polygons invalid GPS-PD valid GPS-PD valid MS P1 P2 P3 P4 PD2 PD3 PD1 PD2 PD3 MS1 MS2 MS3 F11 X X X X X X
  • a vehicle drives on the route F12 on the side street 45 on the main road and leaves it again on the side street 51.
  • the vehicle remains between the on and departure on the highway 41. Consequently, the measuring sections MS2 and MS3 recorded.
  • the corresponding plausibility check looks like this: driving directions traversed polygons invalid GPS-PD valid GPS-PD valid MS P1 P2 P3 P4 PD1 PD2 PD3 PD1 PD2 PD3 MS2 MS3 F12 X X X X X X X X X
  • a vehicle drives on the route F13 on the side street 43 on the main road 41 and leaves it again on the side street 51 Consequently the measuring sections MS1, MS2 and MS3 are recorded as a measuring section.
  • the corresponding plausibility check looks like this: driving directions traversed polygons invalid GPS-PD valid GPS-PD valid MS P1 P2 P3 P4 PD1 PD2 PD3 PD1 PD2 PD3 MS1 MS2 MS3 F13 X X X X X X X X X X X X X
  • the OBU functions as follows: A large number of so-called virtual control polygons are stored in a memory of the OBU. Each control polygon is defined by a plurality of geographic coordinates and can basically take any shape (round, rectangular or polygonal). Of importance is only that the control polygons overlap with a short road section of the real world, so that it can be determined by means of a GPS receiver when a vehicle is within a control polygon resp. This happens and it can be proven that this vehicle drives on a certain road. The control polygons are defined on a backend computer according to the roads to be tolled and then transferred to the OBU.
  • GIS geographic information systems
  • Control polygons on highways are preferably provided between the respective predetermined measurement points and on federal highways, preferably directly at the measurement points of road junctions.
  • the control polygons have such longitudinal extent in the direction of travel that at least one and preferably several measuring points of the GPS receiver within the control polygon passage can be detected even at very high travel speed of a vehicle at a certain measuring frequency of the GPS receiver.
  • the control polygons have a longitudinal extent in the direction of the road of up to 1000 m, preferably up to 500 m and particularly preferably up to 300 m.
  • the polygons in the roadway direction have a length between 20 and 300 m, preferably between 50 and 180 m and more preferably between 70 and 150 m.
  • the polygons are chosen to exceed the width of the carriageway by a certain amount depending on the accuracy of the position determination.
  • An important feature of the toll collection system is the reliable data acquisition by means of a plausibility check carried out: the distance measured by the GPS-Km counter or detected by the tachometer between two control polygons traversed is compared with the control polygon distance stored in the OBU. Only if the plausibility check is positive, i. if the measured distance substantially matches the control polygon distance stored in the OBU, a valid measurement has been made. This can be effectively prevented that road users are charged for unused routes.
  • the account of a road user is charged with a toll.
  • control polygons are preferably placed over the measuring points at road junctions, in principle, not at every turn a control polygon must be provided if no 100% detection of miles driven on toll roads is required. If necessary, control polygons can be placed over measurement points that are not on any road junction.
  • the fee due for use of the toll roads may be calculated on the basis of time and / or route data.
  • the corresponding information can be stored in the OBU or in a central toll server.
  • the toll road data calculated in the OBU is automatically transferred to existing DSRC control devices when they are passed.
  • An on-board unit (OBU) for detecting the distance traveled by a vehicle on a toll road has a GPS module for continuously calculating the vehicle position and the distance traveled, a communication device for communicating with a control device, and a computer unit with a processor and a Storage.
  • the computer unit is in communication with the GPS module, the communication device and the memory.
  • the memory of the OBU contains a program and data such as OBU-ID and vehicle master data.
  • the geo-coordinates of a plurality of control polygons, their distances to other control polygons and the corresponding measurement paths are stored in the memory.
  • the control polygons serve to ascertain whether road sections subject to toll have been used. However, a traveled route or measuring route is only counted if the result is plausible, ie an independent distance measurement substantially matches the polygonal distances. It is also important that the routes are calculated on the basis of the officially determined measured road sections.

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Business, Economics & Management (AREA)
  • Finance (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
EP14189554.0A 2014-10-20 2014-10-20 Procédé et unité embarquée pour l'enregistrement de péage Withdrawn EP3012810A1 (fr)

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EP14189554.0A EP3012810A1 (fr) 2014-10-20 2014-10-20 Procédé et unité embarquée pour l'enregistrement de péage
EP15784334.3A EP3210194A1 (fr) 2014-10-20 2015-10-20 Procédé et unité embarquée (obu) pour la détermination de taxes de péage
PCT/EP2015/074252 WO2016062712A1 (fr) 2014-10-20 2015-10-20 Procédé et unité embarquée (obu) pour la détermination de taxes de péage

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EP15784334.3A Withdrawn EP3210194A1 (fr) 2014-10-20 2015-10-20 Procédé et unité embarquée (obu) pour la détermination de taxes de péage

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Publication number Priority date Publication date Assignee Title
CN106710014A (zh) * 2016-11-28 2017-05-24 深圳市金溢科技股份有限公司 Etc系统及其收费管理设备、车辆定位方法
WO2020114887A1 (fr) * 2018-12-04 2020-06-11 Bayerische Motoren Werke Aktiengesellschaft Perception de frais de péage spécifiques au véhicule pour un véhicule automobile
AT523584A1 (de) * 2020-03-10 2021-09-15 Efkon Gmbh Verfahren zum Übertragen von Daten

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EP0752688A2 (fr) * 1993-03-23 1997-01-08 MANNESMANN Aktiengesellschaft Dispositif pour identifier les distances routières
WO2003098556A1 (fr) 2002-05-15 2003-11-27 Pa Consulting Services Limited Systeme visant a evaluer l'utilisation d'un vehicule dans des zones
EP1696208A1 (fr) 2005-02-23 2006-08-30 Vodafone Holding GmbH Procédé de détection de la position de véhicules et système de détection de véhicules dans une zone géographique
EP1909231A1 (fr) 2006-10-06 2008-04-09 Deutsche Telekom AG Enregistrement de péage routier
WO2009146948A1 (fr) 2008-06-05 2009-12-10 Efkon Germany Gmbh Procédé et dispositif de perception de droits de péage
EP2230644A1 (fr) * 2009-03-20 2010-09-22 CS Systemes d'Informations Procédé et système de détection de véhicules terrestres sur un réseau routier et boîtier de localisation par satellites pour le procédé et le système
EP2372667A1 (fr) * 2010-04-02 2011-10-05 Kapsch TrafficCom AG Procédé de détection de véhicules dotés de remorques
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WO2003098556A1 (fr) 2002-05-15 2003-11-27 Pa Consulting Services Limited Systeme visant a evaluer l'utilisation d'un vehicule dans des zones
EP1696208A1 (fr) 2005-02-23 2006-08-30 Vodafone Holding GmbH Procédé de détection de la position de véhicules et système de détection de véhicules dans une zone géographique
EP1909231A1 (fr) 2006-10-06 2008-04-09 Deutsche Telekom AG Enregistrement de péage routier
WO2009146948A1 (fr) 2008-06-05 2009-12-10 Efkon Germany Gmbh Procédé et dispositif de perception de droits de péage
EP2230644A1 (fr) * 2009-03-20 2010-09-22 CS Systemes d'Informations Procédé et système de détection de véhicules terrestres sur un réseau routier et boîtier de localisation par satellites pour le procédé et le système
EP2372667A1 (fr) * 2010-04-02 2011-10-05 Kapsch TrafficCom AG Procédé de détection de véhicules dotés de remorques
WO2011158038A1 (fr) * 2010-06-17 2011-12-22 Skymeter Corporation Procédé de suivi

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106710014A (zh) * 2016-11-28 2017-05-24 深圳市金溢科技股份有限公司 Etc系统及其收费管理设备、车辆定位方法
CN106710014B (zh) * 2016-11-28 2019-05-10 深圳市金溢科技股份有限公司 Etc系统及其收费管理设备、车辆定位方法
WO2020114887A1 (fr) * 2018-12-04 2020-06-11 Bayerische Motoren Werke Aktiengesellschaft Perception de frais de péage spécifiques au véhicule pour un véhicule automobile
AT523584A1 (de) * 2020-03-10 2021-09-15 Efkon Gmbh Verfahren zum Übertragen von Daten
AT523584B1 (de) * 2020-03-10 2021-12-15 Efkon Gmbh Verfahren zum Übertragen von Daten

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