EP3109835B1 - Procédé et système de saisie de données de véhicule et de conducteur - Google Patents

Procédé et système de saisie de données de véhicule et de conducteur Download PDF

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Publication number
EP3109835B1
EP3109835B1 EP16174944.5A EP16174944A EP3109835B1 EP 3109835 B1 EP3109835 B1 EP 3109835B1 EP 16174944 A EP16174944 A EP 16174944A EP 3109835 B1 EP3109835 B1 EP 3109835B1
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European Patent Office
Prior art keywords
data
tachograph
central database
driver
server
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EP16174944.5A
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German (de)
English (en)
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EP3109835A1 (fr
Inventor
Michael Huber
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Deutsche Telekom AG
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Deutsche Telekom AG
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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 a solution for driving and driver data acquisition, namely for the acquisition of data, such as driving and rest times, which document the working hours and driving behavior of drivers, especially in commercial goods transport and in commercial passenger transport. It relates to a method for recording corresponding data and to a system suitable for carrying out the method.
  • the latter is, in the broadest sense, a tachograph or tachograph, which in the present case, however, consists of a plurality of components that are only partially located locally, that is, in the vehicle in relation to which the data are recorded.
  • Tachographs or tachographs are used to ensure or increase safety in road traffic. They are mainly used in trucks, coaches and small vans. With their help, it is recorded in particular whether the drivers of a corresponding motor vehicle comply with the legally stipulated driving and rest times. Legal stipulations on driving and rest times exist primarily to ensure that drivers are rested and therefore only take part in road traffic when they are in good physical condition and do not accept an increased risk of accidents due to fatigue. In addition, this data can be of importance under labor law, in particular in connection with the documentation of working hours and the possibility of checking the hourly wage actually paid to the drivers with regard to compliance with a statutory minimum wage.
  • the data recorded by the tachograph such as time stamps, speed, distance kilometers and data for vehicle and / or driver identification, enable the security and / or regulatory authorities, in particular the police, to check whether there are any legal regulations during the driving and rest times or the speed are also observed by the driver.
  • tachographs are electromechanical units coupled with the speedometer of a vehicle, which record travel data over time on a chart plate made of paper or cardboard to be inserted by the driver in the tachograph.
  • the recording is interrupted, so that the recordings on the corresponding diagram disc can be seen in retrospect in which periods of time a vehicle was moved by the driver or the drive was interrupted by him to take a break.
  • this monitoring principle is basically undermined from the start and unfortunately to an ever increasing extent by manipulation.
  • the drivers use several different discs to record the driving and rest times. As a result, there is practically no possibility of checking the actual driving and rest times of a driver.
  • Digital tachographs store the relevant data for generally 365 days in a sealed memory module of a corresponding device installed in the respective vehicle.
  • personal data of the driver is stored on a personal driver card in the form of a chip card or the like, with which the driver must identify himself to the digital tachograph before starting the journey.
  • Driver-specific data recorded during the journey are also recorded on this card for 28 days.
  • the number of manipulations is also increasing with digital tachographs and thus impairing road safety. Estimates suggest that Up to 50% of all digital tachographs or tachographs, i.e. in particular the data recorded by them, can be manipulated.
  • EP 2 157 551 A2 describes a tachograph readout device with the aid of which data read out from a tachograph are transmitted to a mobile phone via an interface. Using the mobile phone, this data can be transferred to a remote, fixed computer if necessary. In connection with the latter, it can be provided that the mobile phone receives integrity data from the stationary computer, based on which it can be determined whether the data received on the stationary computer actually completely matches the company data read in from the digital tachograph.
  • the object of the invention is to provide a technical solution for recording driving and driver data, such as driving and rest times in particular, but also information on vehicle speed and distance traveled and the like, through which manipulation attempts in connection with the Data acquisition or to the recorded Data become more recognizable for the security and / or regulatory authorities.
  • driving and driver data such as driving and rest times in particular, but also information on vehicle speed and distance traveled and the like
  • a method and a system designed to carry out the method are to be specified.
  • driving and driver data namely data documenting the working hours and driving behavior of a driver, as already known in principle from the prior art, are recorded locally by means of a tachograph arranged in a motor vehicle, i.e. within the tachograph of the motor vehicle recorded.
  • a respective driver identifies himself to this tachograph by means of a personalized identification module before starting a journey.
  • the identification module can be, for example, a smart card to be carried by the driver, on which personal, unambiguously identifying features of the driver, such as, of course, name and date of birth in particular, are stored.
  • the driving and driver data are initially data for vehicle identification and data for identifying the driver, which are read out from the identification module carried by the driver during the identification process. In addition, it is repeated, possibly periodically recorded data, namely in particular data recorded while driving, such as driving speed and distance traveled, as well as data on driving, working, standby and rest times and the like. Each data record from recorded data is given a time stamp. All of the aforementioned data are stored in a local memory with which the tachograph is equipped.
  • M2M machine-to-machine
  • the automated, M2M data transmission takes place without the driver or other persons having to initiate this and, moreover, without the possibility of human intervention.
  • access to the data stored in the database can also be made possible for the drivers and / or the freight forwarders or operators of corresponding haulage companies, but then this is only read access.
  • this read access for the driver and / or the freight forwarder is also restricted to data which are not relevant for the security and / or regulatory authorities with regard to ensuring road safety and possible manipulation attempts.
  • Both write and read access is, however, preferably only made possible by security and / or regulatory authorities, such as the police, via the web-based portal mentioned.
  • the tachographs of the individual vehicles involved in the process naturally have write access to the database, but this access takes place by means of automated M2M communication that is not conducted via the aforementioned portal.
  • the driving and driver data held in the central database also each include current position data based on cell location a mobile radio transmitting and receiving unit can be determined with which a tachograph that transmits driving and driver data to the central database is equipped. These are data relating to the instantaneous position of the tachograph transmitting this data or the mobile radio transmitting and receiving unit that is permanently connected to it and is used for the transmission at the moment of the transmission of the remaining driving and driver data.
  • the position data is transferred by the respective tachograph itself, i.e. a control and processing unit of this tachograph, which transmits the driving and driver data, from the respective current radio cell data of the mobile network, which is transmitted by its mobile radio transmitting and receiving unit is used, determined and transmitted to the central database together with the other driving and driver data.
  • the method according to the invention is designed in such a way that the data held in the central database in any case include position data of the mobile radio transmitting and receiving unit, which are determined by the at least one server also holding the central database on the basis of radio cell data that it receives immediately after receipt requests the remaining travel and driver data transmitted by a respective tachograph from technical units of the associated mobile phone provider.
  • Both the driving and driver data and the position data are transmitted to the database held by the at least one server periodically, preferably at time intervals of 30 seconds to 1 minute, or are stored in it.
  • the data stored or to be stored in the local memory is transmitted to the central database, this is intended to express that the transmission of the data in question is not immediately in real time or not absolutely parallel to its storage must be done in local storage. Rather, the transmission to the central database can also take place with a slight time delay of, however, preferably only a few seconds take place, especially since the data will not arrive at the database until some time after the storage in the local memory, even in the case of a parallel transmission.
  • the data or file formats of the data stored on the one hand in the local memory and on the other hand transmitted to the central database may also differ from one another. In this respect, it is only important that the security and / or regulatory authorities accessing the database are able to access the data stored there, in particular also very promptly at the time they are recorded on and / or in the motor vehicle.
  • a comparison of the locally stored data with the data held centrally in the database should preferably be ensured, namely according to a further development of the method to be addressed, in order to be able to immediately identify any manipulation or attempted manipulation.
  • any differences between the data stored locally by a tachograph and the data corresponding to this stored in the central database of the at least one server are determined and corresponding Notes about an alleged attempt at manipulation are stored at least in the central database with the data accessible in particular to the security and / or regulatory authorities.
  • a corresponding evaluation establishes that, according to the data stored locally in the memory of the tachograph, a respective motor vehicle being viewed was at a standstill within a time period x-y, while a change was made in the database on the at least one server the position is recorded.
  • the entire data acquisition and storage is therefore very transparent for the authorities.
  • the data held in the central database are held there for a predefined period of time, for example for a period of preferably 3 months to 6 months, possibly 12 months.
  • a possible further development of the method can be that any discrepancies that exist between the data in the memory of the tachograph and the data in the central database and determined by means of the aforementioned algorithm are also transmitted to the tachograph in the motor vehicle by the at least one server holding the central database become. This opens up the possibility, in the event of such discrepancies, in the extreme case, for example after switching off the ignition, to at least temporarily prevent the motor vehicle from restarting by means of suitable actuators controlled by the tachograph.
  • the respective tachograph can influence the driving behavior of the motor vehicle concerned in a different way, for example by temporarily reducing the maximum vehicle speed, by means of corresponding actuators designed for this purpose.
  • the method can also be developed in such a way that if implausibilities are determined, the at least one server holding the central database transmits information intended for the driver to the respective tachograph, which information is output by the tachograph.
  • the latter can be done, for example, by outputting a text or voice message indicating an implausibility via corresponding output means or output units, that is to say via a display or a loudspeaker of the tachograph or via output units connected to it.
  • the security and / or regulatory authorities in Access the central database in connection with traffic controls and inspect the driving and driver data of vehicles and drivers on the way to a corresponding checkpoint and, in the event that they become aware of implausibilities, a message to at least one of the Transmit database holding server, which forwards it to the tachograph of the motor vehicle concerned.
  • the security and / or regulatory authorities in Access the central database in connection with traffic controls and inspect the driving and driver data of vehicles and drivers on the way to a corresponding checkpoint and, in the event that they become aware of implausibilities, a message to at least one of the Transmit database holding server, which forwards it to the tachograph of the motor vehicle concerned.
  • drivers affected by an implausibility or the driver of a vehicle affected by this are requested by the security and / or regulatory authorities to drive to the corresponding checkpoint and / or the next parking space.
  • a very advantageous application of the proposed solution which results from the storage of driving and driver data at a central point, namely in the central database, consists in the possibility of identification and location of dangerous goods transporters by the security and / or regulatory authorities or security authorities by emergency services.
  • corresponding additional information for example on the hazard class of a transported dangerous goods, is transmitted to the central database.
  • the security and / or regulatory authorities could control more specifically and rescue workers or other emergency services of the disaster control as well as from the corresponding control units could react faster and more specifically in the event of an accident with dangerous goods.
  • the prerequisite here would be that the driver enters the information required in this respect for transmission to the central database in the tachograph or reads into the tachograph, for example, from a freight bill using a reader coupled to the tachograph. If necessary, the possibility of starting the motor vehicle or setting it in motion could be linked to the fact that the motorist first fulfills a corresponding obligation.
  • the persons authorized to do so namely in particular the security and / or regulatory authorities, have access to the database held by the at least one remote server via the web-based portal by means of mobile devices, such as tablet PCs or smartphones, enables.
  • the relevant mobile terminals are equipped with a program application that can be processed by them, preferably with a mini-program application (app).
  • the system for recording driving and driver data which is designed to carry out the method and which solves the task, is to be used below on the basis of the Fig. 1 are explained, which shows an embodiment of the system in a highly schematic representation.
  • the system consists of a included in each in the process motor vehicle 1 1 - 1 n arranged tachograph 3 1 - 3 n and to be read out from this tachograph before driving identification module 4 1 - 4 n of the respective motor vehicle 1 1 - 1 n leading Driver 2 1 - 2 n .
  • the identification module 4 1 - 4 n is, for example, a smart card or chip card, which the driver 2 1 - 2 n either inserts into a corresponding slot of a reader or a reading unit of the tachograph 3 1 - 3 n for identification or with a is equipped with the profile data of the driver 2 1 - 2 n to be read out by the tachograph 3 1 - 3 n , for example via a Bluetooth connection.
  • the system comprises at least one accessible over a network server 6 connected to the tachograph 3 1 - 3 n according to the principle of the machine-to- machine communication data via an automated with the tachograph 3 1 - 3 n-coupled Mobilfunksende- and receiving device 5 1 - 5 n and exchange a cellular network.
  • Server 6 - to this extent this can also be a cloud solution with a plurality of servers 6 - the central database 7 is kept in which all data stored in local memories of the motor vehicles 1 1 - 1 n after transmission by the tachograph has taken place 3 1 - 3 n can be saved again.
  • the data stored in the central database also includes position data which, in the course of the data transmission to the at least one server 6 or to the central database 7 held by it for a mobile radio transmitting and receiving device 5 1 - 5 n of the respective tachograph 3 1 - 3 n used for data transmission by way of a radio cell location.
  • the corresponding radio cell data are requested by the server 6 in each case after receipt of the driving and driver data transmitted by the tachograph 3 1 - 3 n from the technical units of the mobile radio provider.
  • the system also includes a web-based portal provided by the at least one server 6, preferably arranged as part of a cloud solution on the Internet, which authorized persons, in particular the security and / or regulatory authorities, by means of terminal devices 8 1 - 8 n allows access to the driving and driver data stored in the central database 7.
  • a web-based portal provided by the at least one server 6, preferably arranged as part of a cloud solution on the Internet, which authorized persons, in particular the security and / or regulatory authorities, by means of terminal devices 8 1 - 8 n allows access to the driving and driver data stored in the central database 7.
  • Such access can be made possible for these persons using stationary PC workstations and / or mobile devices such as laptops, tablet PCs or smartphones.
  • On the relevant with a unit for network access, especially access to the Internet equipped terminal devices 8 1 - 8 n to an access-controlling the data and the data on the relevant terminal device 8 1 - 8 n visualized program application installed. If mobile terminals 8 1 - 8 n are used to access the central

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

Claims (6)

  1. Procédé permettant d'enregistrer des données de trajet et de conducteur, dans lequel des données documentant le temps de travail et le comportement de conduite d'un automobiliste (21 à 2n), y compris des données détectées à plusieurs reprises pendant le trajet au moyen d'un tachygraphe (31 à 3n) disposé sur un véhicule automobile, sont stockées dans une mémoire locale du tachygraphe (31 à 3n) auprès duquel l'automobiliste (21 à 2n) s'identifie au moyen d'un module d'identification (41 à 4n) avant de commencer un trajet, dans lequel ces données sont en outre transmises périodiquement, par le tachygraphe (31 à 3n) équipé à cet effet d'une unité d'émission et de réception de communication mobile (51 à 5n), en utilisant un réseau de communication mobile, de manière automatisée, à savoir de machine à machine, à une base de données centrale (7), maintenue sur au moins un serveur (6) accessible par un réseau, et y sont stockées, et dans lequel un accès aux données stockées dans cette base de données centrale (7) est permis à des personnes dûment autorisées, par l'intermédiaire d'un portail web au moyen de terminaux informatiques (81 à 8n),
    caractérisé en ce que
    - les données dans la base de données centrale (7) comprennent des données de position de l'unité d'émission et de réception de communication mobile (51 à 5n) du tachygraphe (31 à 3n), qui sont déterminées par ledit au moins un serveur (6) maintenant la base de données centrale (7) sur la base de données de cellules radio que le serveur (6) demande périodiquement, à savoir immédiatement après la réception de données de trajet et de conducteur transmises depuis le tachygraphe (31 à 3n), auprès d'unités techniques du fournisseur de communication mobile associé, et
    - sur la base d'une comparaison des données stockées dans la mémoire locale du tachygraphe (31 à 3n) et concernant l'automobiliste (21 à 2n) et le véhicule automobile (11 à 1n) qu'il pilote avec les données correspondantes stockées dans la base de données centrale (7), des invraisemblances sont établies par un dispositif de commande et de traitement au moyen d'un algorithme traité à cet effet et sont documentées dans la base de données centrale (7).
  2. Procédé selon la revendication 1, caractérisé en ce que des informations concernant des invraisemblances établies sont transmises par ledit au moins un serveur (6) maintenant la base de données centrale (7) au tachygraphe (31 à 3n) respectif du véhicule automobile (11 à 1n) en question, et après réception de ces informations et une coupure de l'allumage du véhicule automobile (11 à 1n) équipé du tachygraphe (31 à 3n), ledit serveur empêche au moins provisoirement un redémarrage de ce véhicule automobile (11 à 1n) en agissant sur des actionneurs du véhicule automobile (11 à 1n) réalisés en conséquence.
  3. Procédé selon la revendication 1, caractérisé en ce que des informations concernant des invraisemblances établies sont transmises par le serveur (6) maintenant la base de données centrale (7) au tachygraphe (31 à 3n) respectif du véhicule automobile (11 à 1n) en question, et ledit serveur agit sur le comportement de conduite du véhicule automobile par l'intermédiaire d'actionneurs réalisés à cet effet.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que, si des invraisemblances sont constatées, ledit au moins un serveur (6) maintenant la base de données centrale (7) transmet au tachygraphe (31 à 3n) respectif une information qui est sortie par des moyens de sortie du tachygraphe (31 à 3n) ou par des moyens de sortie couplés à celui-ci.
  5. Procédé selon la revendication 1, caractérisé en ce que l'accès aux données stockées dans la base de données centrale (7) de l'au moins un serveur (6) est permis pour les personnes dûment autorisées au moyen des terminaux mobiles (81 à 8n) et à l'aide d'une mini-application de programme traitée par ces terminaux mobiles (81 à 8n).
  6. Système permettant d'enregistrer des données de trajet et de conducteur documentant le temps de travail et le comportement de conduite d'un automobiliste (21 à 2n), comprenant respectivement un tachygraphe (31 à 3n) disposé dans un véhicule automobile (11 à 1n) respectif pour détecter les données de trajet et de conducteur, auprès duquel un automobiliste (21 à 2n) respectif s'identifie au moyen d'un module d'identification (41 à 4n) avant de commencer un trajet, une base de données centrale (7) maintenue sur au moins un serveur (6), et des terminaux informatiques (81 à 8n), dans lequel
    a.) le tachygraphe (31 à 3n) est équipé
    - d'un dispositif de commande et de traitement et d'une application de programme traitée par celui-ci,
    - d'une mémoire locale pour stocker des données détectées par le tachygraphe (31 à 3n), y compris des données détectées par celui-ci à plusieurs reprises pendant le trajet,
    - d'un dispositif de lecture pour lire un module d'identification (41 à 4n) emporté par un automobiliste,
    - d'une unité d'émission et de réception de communication mobile (51 à 5n), et
    b.) l'application de programme traitée par le dispositif de commande et de traitement du tachygraphe (31 à 3n) est réalisée pour transmettre les données détectées par le tachygraphe (31 à 3n) en utilisant un réseau de communication mobile, de manière automatisée, à savoir de machine à machine, périodiquement à la base de données centrale (7), et
    c.) la base de données centrale (7) est réalisée pour stocker les données reçues du tachygraphe (31 à 3n), et
    d.) la base de données centrale (7) et les données stockées dans celle-ci sont accessibles aux personnes dûment autorisées par l'intermédiaire d'un portail web, et
    e.) les terminaux informatiques (81 à 8n) sont réalisés pour accéder à la base de données centrale (7) et aux données maintenues dans celle-ci par l'intermédiaire du portail web,
    caractérisé en ce que la base de données centrale (7) et ledit au moins un serveur (6) qui la maintient sont réalisés pour
    - stocker dans la base de données (7) des données de position de l'unité d'émission et de réception de communication mobile (51 à 5n) du tachygraphe (31 à 3n) qui sont déterminées par le serveur (6) sur la base de données de cellule radio demandées auprès d'unités techniques du fournisseur de communication mobile associé, périodiquement, à savoir immédiatement après la réception de données de trajet et de conducteur transmises depuis le tachygraphe (31 à 3n),
    - documenter dans la base de données (7) des invraisemblances qui sont établies au moyen d'un algorithme traité à cet effet par un dispositif de commande et de traitement sur la base d'une comparaison des données stockées dans la mémoire locale du tachygraphe (31 à 3n) et concernant l'automobiliste (21 à 2n) et le véhicule automobile (11 à 1n) qu'il pilote avec des données correspondantes stockées dans la base de données centrale (7).
EP16174944.5A 2015-06-22 2016-06-17 Procédé et système de saisie de données de véhicule et de conducteur Active EP3109835B1 (fr)

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DE102018101443A1 (de) * 2018-01-23 2019-07-25 Deutsche Telekom Ag Verfahren zum Steuern einer Schadstoffbelastung
CN111078554B (zh) * 2019-12-16 2022-05-27 腾讯科技（深圳）有限公司 一种小程序调试方法、装置、设备及存储介质
CN112652090A (zh) * 2020-12-22 2021-04-13 石家庄市科恒电子有限公司 一种车辆行进记录系统及装置

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DE19923060A1 (de) * 1999-05-20 2000-11-23 Bosch Gmbh Robert Vorrichtung und Verfahren zum Führen eines Fahrtenbuches
CA2513909A1 (fr) * 2003-01-22 2004-08-05 Francotyp-Postalia Ag & Co. Kg Procede et dispositif de transmission de donnees mobile
DE102004013983A1 (de) * 2004-03-19 2005-10-06 Herter, Eberhard, Prof. Dipl.-Ing. Verfahren zur Ortsbestimmung
GB2416421B (en) * 2004-07-20 2008-09-10 Francis John Steele The universal satellite key (USK)
DE102005013144A1 (de) * 2005-03-22 2006-09-28 Robert Bosch Gmbh Verfahren und Anordnung zur Lenkzeitüberwachung in Kraftfahrzeugen sowie ein entsprechendes Computerprogramm und ein entsprechendes computerlesbares Speichermedium
DE102007062960A1 (de) * 2007-12-21 2009-06-25 Continental Automotive Gmbh Kommunikationssteuergerät und Verfahren zur Durchführung einer Übertragung von Daten
US10486714B2 (en) * 2012-12-18 2019-11-26 Volvo Truck Corporation Vehicle operation management system

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