EP4163884A1 - Procédé et système de contrôle automatique dans un système de péage - Google Patents

Procédé et système de contrôle automatique dans un système de péage Download PDF

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Publication number
EP4163884A1
EP4163884A1 EP21201706.5A EP21201706A EP4163884A1 EP 4163884 A1 EP4163884 A1 EP 4163884A1 EP 21201706 A EP21201706 A EP 21201706A EP 4163884 A1 EP4163884 A1 EP 4163884A1
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EP
European Patent Office
Prior art keywords
status information
toll
control
toll device
vehicle
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EP21201706.5A
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German (de)
English (en)
Inventor
Matthias Heyd
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Toll Collect GmbH
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Toll Collect GmbH
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Priority to EP21201706.5A priority Critical patent/EP4163884A1/fr
Publication of EP4163884A1 publication Critical patent/EP4163884A1/fr
Pending 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 disclosure relates to a method and a system for automatic control in a toll system.
  • a known method for collecting tolls is based on a satellite-supported system.
  • a toll road network is divided into several sections, with each section being assigned a tariff that determines the amount of the toll.
  • the mapping of the toll road network to the sections forms part of the operating data of the toll system and is stored in a control center.
  • OBU on-board unit
  • the position of the vehicle is determined at regular time intervals while driving with the aid of a global navigation satellite system.
  • the determined positions are recorded in a so-called lane file, which is sent to the control center at certain time intervals.
  • the lane data is evaluated in the control center, namely the comparison of the determined positions with the toll sections and the calculation of the toll to be paid.
  • a problem in such a toll system is the control of the vehicles that are subject to the toll to ensure that the toll has been collected correctly or at least that the operation is compliant with the toll obligation.
  • a control should preferably be carried out automatically, ie without the support of control personnel and without stopping the vehicles.
  • the document DE 101 04 502 A1 describes such a method, whereby roadside control devices, which communicate wirelessly (e.g. via DSRC (DSRC - Dedicated Short Range Communication)) with vehicle devices carried by the vehicles passing the roadside control devices, in order to request toll information from them and to test.
  • DSRC DSRC - Dedicated Short Range Communication
  • devices carried by the driver e.g. smartphone or tablet
  • a telematics platform in the vehicle have the functions required for automatic toll collection, such as position determination (e.g. via GPS (GPS - global positioning system)), Communication via mobile radio and a (graphical) user interface.
  • position determination e.g. via GPS (GPS - global positioning system)
  • Communication via mobile radio and a (graphical) user interface.
  • DSRC short-term evolution
  • the authorization of a vehicle for a specific area is checked at a control point based on the license plate.
  • the authorization data are stored in a central office.
  • the control center retrieves the authorization data from the control center and checks the existence of an authorization based on the number plate.
  • a camera image of a vehicle is recorded at a checkpoint.
  • the camera image is provided with an initial time stamp.
  • the vehicle sends a toll message to a control center in a predetermined area of the checkpoint.
  • the toll message includes lane information and a second time stamp, which indicates the time at which the message was sent.
  • the camera image is used to determine in which lane of the road the vehicle is located. If the determined lane matches the lane information from the toll message and the two time stamps are close enough to each other, the check is rated as successful.
  • position data is continuously sent to a control center as toll information. With each piece of toll information, a toll message with the lane information and the associated time stamp is also sent to the control center. At a control point, the lane information is then in turn compared with a lane from a camera image. be here continuously transmit large amounts of data (position data and toll messages) from the vehicle device to the control center.
  • the task is to provide improved technologies for automatic control in a toll system.
  • a simple and reliable control option is to be created that does not require communication between a control device and a toll device.
  • a system for automatic control in a toll system has a central data processing facility (headquarters), a control device and a toll device.
  • the toll device is assigned to a motor vehicle.
  • the system is set up to carry out a method with the features disclosed in the present application.
  • the components can communicate with one another, i.e. between the toll device and the control center and between the control device and the control center, wirelessly, for example using mobile radio or WLAN (WLAN - wireless local area network, wireless local network).
  • WLAN wireless local area network, wireless local network
  • the toll device assigned to a motor vehicle can be arranged in the motor vehicle or on the motor vehicle.
  • the toll device can be permanently installed in the motor vehicle.
  • the toll device can be designed, for example, as a telematics platform of the motor vehicle or as a conventional DIN slot OBU (without a DSRC module).
  • the toll device can be designed as a mobile (portable) terminal.
  • the mobile terminal can be detachably arranged in the motor vehicle, for example in a holder.
  • the toll device can be in the form of a smartphone or tablet, for example.
  • the position of the toll device (and thus of the associated vehicle) can be determined at regular intervals during the journey, for example every second, and stored in a memory of the toll device.
  • the stored Position data are sent to the headquarters. Based on the position data, an evaluation can then be carried out in the control center as to whether one or more toll routes have been traveled and, if necessary, the toll fee can be calculated.
  • An essential aspect of a toll-compliant operation of the toll device is whether the toll device can determine its position in the specified distances.
  • the toll device must therefore be able to determine its position (and thus the position of the associated motor vehicle).
  • the toll device can be assigned a position detection device, for example installed in the toll device or coupled to the toll device.
  • the position detection device can be designed as a GNSS receiver (GNSS—global navigation satellite system). Suitable GNSS systems are, for example, GPS, Glonass, Galileo or Beidou.
  • the position of the toll device includes at least one degree of longitude and one degree of latitude. Additionally, the position may include a direction, a speed, the number of GNSS satellites from which signals are acquired, and an HDOP value (HDOP - Horizontal Dilution of Precision, a confidence value for the horizontal accuracy of GNSS positioning).
  • the position information can also include a time stamp, the time stamp indicating when the position was determined.
  • a time stamp For a GNSS receiver to be able to determine its position, it must receive a sufficient number of satellite signals; usually signals from at least four satellites. For example, if a GNSS receiver receives too few satellite signals or no satellite signals at all, it cannot determine its position. In this case, he is not capable of position determination and a willingness to collect based on the position determination would be negative. Participation in the automatic toll system would therefore not be possible.
  • a technical defect in the toll device can also result in it not being able to determine its position. For example, although a sufficient number of GNSS satellite signals can be received, the processing of the signals in the toll device fails due to the defect and it is therefore not possible to determine the position.
  • the toll device is implemented as a smartphone or tablet, further reasons for a negative positioning capability can be that a user has restricted the rights to use the positioning function or has switched off the positioning function (e.g. the GNSS receiver).
  • Both the status information and the position data are to be transmitted from the toll device to the control center.
  • the transmission takes place wirelessly, for example via a cellular network or by means of WLAN.
  • To check the readiness to collect it can be queried whether there is a communication connection between the toll device and the control center, ie whether the toll device is capable of data transmission.
  • the toll device is designed as a telematics platform or DIN slot OBU, the power is supplied by the motor vehicle and does not require any special attention. However, if a smartphone or tablet is used as a (mobile) toll device, its power supply is relevant. Finally, the mobile toll device should send the position information collected during the journey to the control center, for example after the journey has ended. It must therefore be ensured that the toll device still has an adequate power supply at this point in time. Provision can therefore be made to set the readiness for collection to negative if the state of charge of a battery in the toll device falls below a first predetermined threshold, for example if less than 10% battery charge remains.
  • a first predetermined threshold for example if less than 10% battery charge remains.
  • the toll device can be set up to output the status of its readiness for collection, e.g. B. as a visual signal and / or as an acoustic signal.
  • the status of the willingness to collect can be displayed with a display device of the toll device (eg “green” if there is a willingness to collect and “red” if there is no willingness to collect).
  • the toll device must be able to communicate. The output of such a signal must not be suppressed, as would be possible with the Android and iOS operating systems of smartphones and tablets, for example.
  • a further possibility for a negative willingness to collect can be a central blocking of the toll device for participation in the automatic toll system.
  • a blocking signal can be sent from the control center to the toll device in order to set the collection readiness to negative.
  • Such a block can be used, for example, if tolls due in the past were not paid on time or not at all.
  • the control center can also send an unlock signal to the toll device to remove the lock, for example after existing debts have been settled.
  • the time of the change e.g. with a time stamp
  • a trigger for the change in the willingness to collect is documented in the status information.
  • the status of the collection readiness of the toll device is checked at regular time intervals and corresponding status information is generated.
  • the generated status information is immediately transmitted to the control center.
  • the regular time intervals can have any value between 5 seconds and 10 minutes, for example 30 seconds, 1 minute, 2 minutes or 5 minutes. This means that very up-to-date information is available in the case of an automatic check, from which the fulfillment of the obligation to cooperate can be determined.
  • the willingness to collect positive or negative
  • No communication between the control device and the toll device is required to evaluate the readiness for collection.
  • the current status information is the last status information transmitted from the toll device to the control center. It therefore represents the status of the toll device currently known in the control center. If the evaluation of the current status information shows a positive willingness to collect, this means that the toll device is set up and capable of participating in the automatic toll system. If the evaluation is negative, the toll device does not participate in the automatic toll system.
  • the unscheduled status information includes the negative willingness to collect. Additionally, the unscheduled status information may include a timestamp indicating when collection readiness was lost and/or a loss of collection readiness trigger.
  • An evaluation signal can be generated and output which indicates the control result.
  • the evaluation signal can trigger data present on the toll device and/or on the vehicle identification, in particular status information, to be deleted in the control center and/or in the control device. This takes data protection into account and frees up storage space in the components.
  • the evaluation signal can be a diverting signal, with which a manual check of the motor vehicle is requested by means of a control vehicle.
  • the evaluation signal can alternatively or additionally trigger the creation of a suspected case in the control center.
  • the evaluation signal can be output in the control center as an optical display and/or as an acoustic signal.
  • the individual steps of the method can be distributed among the various components of the system.
  • the control device can transmit the recorded vehicle identification to the control center together with a query for the current status information on the recorded vehicle identification.
  • the control center can carry out the query and transmit the current status information on the detected vehicle identification to the control device.
  • the control device can then evaluate the current status information and determine the readiness for collection.
  • the control device can then, if necessary, generate the evaluation signal.
  • the control device can be set up to transmit the evaluation signal to the control center and/or to a control vehicle.
  • control device can transmit the detected vehicle identification to the control center.
  • the control center can determine and evaluate the current status information for the detected vehicle identification.
  • the evaluation signal can be generated by the control center.
  • the control center can be set up to transmit the evaluation signal to the control device and/or to a control vehicle.
  • the vehicle identification can be the registration number of the motor vehicle.
  • the vehicle identification can include a country of origin of the vehicle, for example as information on the license plate. The vehicle identification enables a clear identification of the motor vehicle.
  • the control device can be set up to detect the vehicle identification optically.
  • the control device can be set up to use a camera to record at least one image of the front and/or rear of the motor vehicle to be controlled, the at least one image comprising the license plate number of the motor vehicle.
  • the identifier can be determined from at least one image by means of OCR technology (OCR - optical character recognition, optical text recognition).
  • Each piece of status information includes the vehicle identification and whether the toll device is ready for collection. The vehicle identification usually does not change during a journey. The readiness for collection of the toll device is checked at regular intervals and the determined readiness for collection is stored together with a time stamp in the status information. The time stamp thus also indicates the time at which the readiness for collection was checked. The status information is then sent to the head office.
  • the detection of the vehicle identification at the control device determines a control time. This enables the time stamp of the status information to be evaluated with reference to the time of the check.
  • the current status information is the status information sent by the toll device to the control center before the check (starting with recording the vehicle identification). It therefore has a time stamp that is before the time of the control and indicates the readiness for collection before reaching the control facility. If the regular intervals for generating and ideally subsequent sending of the status information are small (e.g. less than 10 seconds, less than 30 seconds, less than 1 minute, less than 2 minutes or less than 5 minutes), there is meaningful status information to check before.
  • Time recording devices (clocks) of the toll device, the control device and the control center can be synchronized with one another so that there is a common time base and comparability of the times is ensured. It can be provided that the time recording device of the control center is used as the basis for time recording in the system.
  • the status information cannot be transmitted to the control center, for example if there is no mobile phone connection between the toll device and the control center. As long as transmission to the control center is not possible, the generated status information (possibly with its time stamp) can be stored in the toll device. As soon as there is a connection to the control center again, the saved status information can be transmitted to the control center. This enables a complete tracking of the willingness to collect data.
  • the control center sends a confirmation to the toll device for each piece of status information received from the toll device.
  • a timer with a predetermined time can start running in the control center. If further status information arrives at the control panel within the time specified by the timer, the timer is reset and starts running again. If the timer expires before further status information arrives, this is regarded as a loss of communication with the toll device and the readiness for collection is set to negative in the control center.
  • a similarly designed timer can be implemented in the toll device with regard to the confirmations.
  • a timer is started in the toll device. If another confirmation arrives at the toll device within the time specified by the timer, the timer is reset and starts running again. If the timer expires before another acknowledgment arrives, this is considered a loss of communication with the panel. The readiness to collect can then be set to negative in the toll device because the toll device is not capable of data transmission. A trip booking can be terminated. Provision can be made for the toll device to output a signal to the user to end the journey, for example an optical signal and/or an acoustic signal.
  • the timer in the control panel and the timer in the toll device can be set to the same time, for example 10 minutes, 20 minutes or 30 minutes. Simultaneously running timers in the two components ensure that in the event of a loss of the communication link between the toll device and the control center, the same (negative) status of the collection readiness is determined in both components.
  • the value of the timer can be adjusted to the size of possible dead spots. It can be estimated how large the dead spots are along the toll roads and in what time a motor vehicle (with a normal speed of 70 - 90 km/h) would have to have driven through a dead spot.
  • the control device can be arranged stationary on the roadway in such a way that passing vehicles can be detected.
  • the control device can be designed, for example, as a structure spanning the roadway (control bridge) or as a structure arranged next to the roadway (control column).
  • the risk of a missing communication link to the control center can be minimized by selecting a suitable location for the control device.
  • the control device can be arranged at a location that ensures reliable communication with the control center. For example, the network coverage of a mobile network can be taken into account when choosing a location. If the control device is located at a location with good mobile phone coverage, it can be assumed that toll devices from vehicles passing the control device also have a sufficient mobile phone connection and communication between the toll devices and the control center is possible.
  • the toll device can be designed as a telematics platform for the motor vehicle or as a mobile terminal device. If the toll device is a mobile terminal, a plausibility check as to whether the toll device is located in or on the associated motor vehicle can be provided for security. It can happen that the willingness to collect is given without objection, but the toll device for recording the position is not carried in the assigned vehicle at all. The user could do that Simply left the toll device (e.g.
  • the toll device is located in or on the associated motor vehicle, so that the plausibility check can be viewed as a possible supplementary embodiment.
  • the status information can each include status position information, the status position information indicating the position at which the status information was generated.
  • the status position information can be provided by the position detection device, for example as GNSS coordinates.
  • the status position information includes at least a longitude and a latitude. Additionally, the status position information may include a direction, a speed, the number of GNSS satellites from which signals are acquired, and an HDOP value.
  • the status position information is evaluated in addition to the readiness for collection.
  • the control result is positive if the readiness to collect is positive and a distance between the current status position information of the toll device and the position of the control device is less than a predetermined control distance.
  • the control result is negative if the willingness to collect is positive, but the distance between the current status position information of the toll device and the position of the control device is equal to or greater than a predetermined control distance. In this case, it is assumed that the toll device is not in or on the vehicle checked.
  • the control result is also negative if the willingness to collect is negative (regardless of the evaluation of the status position information).
  • the position of the control device can be stored in the control device and/or in the control center.
  • the position of the control device can be provided in the form of GNSS coordinates (longitude and latitude).
  • the distance between the toll device and the control device can be calculated based on the status position information of the toll device and the position of the control device.
  • the direction of travel can be used for plausibility checks.
  • the control interval can be determined, for example, taking into account the regular time intervals for generating the status information. For example, it can be 5 km, 3 km or 2 km. If the motor vehicle drives at a (usual) speed of 80 km/h, it covers about 1.3 km in one minute.
  • the control interval can be determined taking into account the time stamp of the current status information. The greater the time interval between the check time and the current status information, the greater the check interval that can be selected.
  • the direction of travel, which results from the transmitted status information can also be taken into account when determining the control distance.
  • a further embodiment is conceivable for the plausibility check.
  • a static list of sections is created.
  • a set of road sections is defined for each (control) section, which would lead to a positive hit if a section recognition that results in an intersection was last carried out for the position information of the toll device.
  • position information (with the status information) is transmitted at high frequency (e.g. at intervals of 30 seconds, 1 minute or 2 minutes) and the route sections based on this are recognized very quickly in the control center.
  • the control device asks the control section at the control center, where a comparison with the recognized route sections is carried out using the static list.
  • the result can be differentiated instead of "hit yes/no". This can be done by providing different constellations or by generating a confidence value in the case of "yes, hit”. B. based on the distance and based on the age of the section inspection results.
  • the check can be carried out differently, in that a different check is carried out for a preliminary result (to generate rejection information) than for the final result. Since the final result would be generated on the basis of a later check, the time reference and distance basis for the section coverage can be greatly reduced, so that a check related to the check time can be realized in a considerably more precise search circle.
  • the at least one vehicle property can be selected from the elements of the following group: permissible total weight, number of axles, emission class, drive type and a combination of the aforementioned elements.
  • the amount of the toll to be paid depends on the characteristics of the motor vehicle.
  • the vehicle properties must be specified before the journey, for example by means of a user entry on the toll device. Provision can be made for the time of the change to be documented in the status information when there is a change in the information on the vehicle properties.
  • the control device can be used to check whether the vehicle properties specified in the status information are correct.
  • the control device can have a sensor (e.g. an optical sensor, a camera or a laser scanner) or can be coupled to a sensor in order to determine vehicle properties.
  • images of a motor vehicle passing the control device can be evaluated in order to determine the number of axles and/or to estimate the total weight of the motor vehicle. If the at least one specified vehicle property does not match the vehicle property determined by the control device, an evaluation signal can be generated, as has already been described.
  • the start of a journey and/or the end of a journey is signaled by means of a user input on the toll device.
  • the position is determined by the toll device and the regular determination of the readiness for collection.
  • the readiness for collection is then sent to the head office at regular intervals with the status information.
  • the determination of the position ends and the regular determination of the readiness for collection is discontinued.
  • the toll fee can be calculated at the head office. It can be noted at headquarters that further status information and/or queries from control devices about this toll device or the vehicle identification are not to be expected for the time being.
  • a toll fee to be paid is determined in the control center and transmitted to the toll device.
  • the toll device can be set up to display the toll fee on a display device. In this way, the user receives prompt information on the amount of the toll to be paid.
  • the final control result is the status information that was actually last generated before the control time. It indicates the last known readiness for collection of the toll device during the control. As soon as a final control result is available, a final evaluation signal can be generated and output.
  • the statements made above regarding the evaluation signal apply analogously to the final evaluation signal.
  • the query for the current status information can also be referred to as the first query.
  • the further query for one or more new status information(s) can also be referred to as a second query.
  • the time interval between the first query and the second query can be fixed.
  • the length of time after the check time (when the second query is executed) preferably corresponds to the time interval at which the status information is generated. In this case, there is exactly one new status information if there is a permanent connection between the toll device and the control center. Only one piece of new status information would therefore have to be evaluated, which involves little effort.
  • the length of time after the check time can also have a fixed value independent of the time interval for generating the status information, for example 1 minute, 2 minutes, 5 minutes or 10 minutes. If the second query occurs later, there is a higher probability that new status information will be available in the control center and can be evaluated. In this way, multiple queries for new status information can be avoided (in the event of poor mobile phone coverage).
  • vehicle and “motor vehicle” are used synonymously unless the context explicitly states otherwise.
  • FIG. 1 a schematic illustration of a system for automatic control in a toll collection system is shown.
  • the system comprises a toll device 10, a control device 20 and a central data processing device (control center) 30.
  • the toll device 10 has a processor 11 , a memory 12 , a communication unit 13 and a GNSS receiver 14 .
  • the toll device 10 can also have a display device and/or an input device, for example in the form of a touch-sensitive screen (not shown).
  • the GNSS receiver 14 can also be formed externally from the toll device 10 and coupled to the toll device 10 in terms of data technology (not shown).
  • the control device 20 has a processor 21 , a memory 22 , a communication unit 23 and a detection unit 24 .
  • the detection unit 24 is set up to detect a vehicle identification of a motor vehicle.
  • the detection unit 24 can be embodied as a camera, for example.
  • the control device 20 can optionally have a sensor for detecting vehicle properties (not shown).
  • the sensor can be designed, for example, as a camera or as a laser scanner.
  • the control center 30 has a processor 31 , a memory 32 and a communication unit 33 .
  • the toll device 10 and the control center 30 are set up to exchange signals and/or data bidirectionally with one another by means of their communication units 13, 33.
  • the control device 20 and the control center 30 are set up to exchange signals and/or data bidirectionally with one another by means of their communication units 23, 33.
  • the communication channels are in 1 shown with dashed lines. There is no direct communication between the toll device 10 and the control device 20 .
  • FIG. 2 shows a flowchart of an embodiment of a method for automatic control in a toll system.
  • the Status information is generated in the toll device 10 by means of the processor 11 at regular intervals (step 100).
  • the status information includes a readiness for collection of the toll device 10 and a vehicle identifier of a motor vehicle assigned to the toll device 10, for example the license plate number of the motor vehicle.
  • the vehicle identification usually does not change during a journey. However, the readiness for collection is regularly checked and the current status of the readiness for collection is stored together with the vehicle identification in the status information.
  • the status information is transmitted from the toll device 10 to the communication unit 33 of the control center 30 by means of its communication unit 13 (step 110).
  • the transmission can take place via a mobile phone connection.
  • the status information is transmitted immediately after it is created. If the connection between the toll device 10 and the control center 30 is interrupted, for example due to a lack of mobile phone coverage ("dead spot"), the generated status information is stored in the memory 12 of the toll device 10 and at a later point in time (when the connection is restored) to the Central 30 transmitted.
  • the vehicle identification of the motor vehicle is recorded by means of the detection unit 24 of the control device 20 (step 120).
  • the detection unit 24 can be designed as a camera. A front of the motor vehicle can be photographed with the camera. The license plate number is determined from the photo and then the license plate number of the motor vehicle is determined by means of OCR using the processor 21 .
  • a query for current status information is carried out in control center 30 for the detected vehicle identification (step 130).
  • the current status information is the last status information transmitted by the toll device 10 to the control center 30 , ie in particular the last status of the toll device's readiness for collection, which is available in the control center 30 .
  • the willingness to collect is evaluated from the current status information (step 140). This is used to determine whether the toll device participates in the automatic toll collection system.
  • Another embodiment of a method for automatic control in a toll system is in 3 shown.
  • Status information is generated in the toll device 10 by means of the processor 11 at regular intervals (step 100).
  • the status information is transmitted from the toll device 10 to the communication unit 33 of the control center 30 by means of its communication unit 13 (step 110). If the motor vehicle passes the control device 20, by means of Detection unit 24 of the control device 20 detects the vehicle identification of the motor vehicle (step 120).
  • the control device 20 uses its communication unit 23 to send a request for current status information on the detected vehicle identification to the control center 30 (step 131).
  • the current status information on the vehicle identification is determined in the control center 30 by means of the processor 31 in the memory 32 and then sent to the control device 20 by means of the communication unit 33 (step 132).
  • the control device 20 uses its processor 21 to evaluate the current status information and determines whether the toll device 10 is ready to collect (step 140).
  • the control device 20 then generates an evaluation signal which indicates the result of the evaluation (step 150). If the readiness to collect is positive, the previously recorded vehicle identification is deleted in the control device 20 by means of the evaluation signal. In the event of a negative readiness for collection, a suspicious case is generated in the control center 30 with the evaluation signal and/or a manual check of the motor vehicle by means of a control vehicle is requested.
  • FIG. 4 shows a further embodiment of a method for automatic control in a toll system.
  • Status information is generated in the toll device 10 by means of the processor 11 at regular intervals (step 100).
  • the status information includes status position information in the form of GNSS coordinates, which indicates where the status information was generated.
  • the status position information includes a longitude and a latitude. Additionally, the status position information may optionally include a direction, a speed, the number of GNSS satellites from which signals are acquired, and an HDOP value.
  • the status information is transmitted from the toll device 10 to the communication unit 33 of the control center 30 by means of its communication unit 13 (step 110).
  • the vehicle identification of the motor vehicle is recorded by means of the detection unit 24 of the control device 20 (step 120).
  • a query for current status information is carried out in control center 30 for the detected vehicle identification (step 130).
  • the query for the current status information can be sent from the control device 20 to the control center 30 (similar to step 131 in 3 ).
  • the current status information on the vehicle identification can be determined in the control center 30 and then sent to the control device 20 (similar to step 132 in 3 ).
  • the control device 20 uses its processor 21 to evaluate the current status information and determines whether the toll device 10 is ready to collect (step 140). In addition, the control direction 20 compares the status position information from the current status information (current status position information) with the position of the control device 20, which are also available as GNSS coordinates (longitude and latitude) (step 141). The control device 20 calculates the distance between the toll device according to the current status position information and the control device. If the distance is less than a predetermined control distance, it is assumed that the toll device is in or on the vehicle being checked.
  • control device 20 generates an evaluation signal which indicates the result of the control (step 150). If the willingness to collect is positive and the distance between the toll device and the control device is less than the control distance, the result of the control is positive. If the willingness to collect is negative or the distance between the toll device and the control device is equal to or greater than the control distance, the result of the control is negative.
  • figure 5 shows a further embodiment of a method for automatic control in a toll system.
  • the status information is generated in the toll device 10 by means of the processor 11 at regular intervals (step 100).
  • the status information includes in addition to the readiness for collection of the toll device 10 and the vehicle identification at least one vehicle property of the toll device 10 assigned motor vehicle.
  • the at least one vehicle property is selected from the elements of the following group: permissible total weight of the motor vehicle, number of axles of the motor vehicle, emission class of the motor vehicle, type of drive of the motor vehicle and a combination of the aforementioned elements.
  • the at least one vehicle property is to be specified before the start of the journey, for example by means of a user input on the toll device. If the information about the at least one vehicle property changes, the time of the change is also documented in the status information.
  • the status information is transmitted from the toll device 10 to the communication unit 33 of the control center 30 by means of its communication unit 13 (step 110).
  • the vehicle identification of the motor vehicle is recorded by means of the detection unit 24 of the control device 20 (step 120). Furthermore, at least one vehicle characteristic of the motor vehicle is detected with a sensor of the control device 20 (step 125).
  • the sensor can be integrated into the control device 20 or coupled to it.
  • the sensor can be designed as a camera, for example. It is also possible that the detection unit 24 (e.g. a camera) is used as a sensor for detecting at least one vehicle property.
  • a query for current status information is carried out in control center 30 for the detected vehicle identification (step 130).
  • the query for the current status information can be sent from the control device 20 to the control center 30 (similar to step 131 in 3 ).
  • the current status information on the vehicle identification can be determined in the control center 30 and then sent to the control device 20 (similar to step 132 in 3 ).
  • the control device 20 uses its processor 21 to evaluate the current status information and determines whether the toll device 10 is ready to collect (step 140). In addition, the control direction 20 compares the detected at least one vehicle property with the details of the at least one vehicle property in the current status information (step 145). The control is positive if the willingness to collect is given and the information correspond to the at least one vehicle characteristic with the detected at least one vehicle characteristic. Otherwise the control is negative. The control device 20 then generates an evaluation signal which indicates the result of the evaluation (step 150).
  • Another embodiment of a method for automatic control in a toll system is in 6 shown.
  • Status information is generated in the toll device 10 by means of the processor 11 at regular intervals (step 100).
  • the status information includes a timestamp, the timestamp indicating the point in time at which the status information was generated.
  • the status information is transmitted together with its time stamp from the toll device 10 to the communication unit 33 of the control center 30 by means of its communication unit 13 (step 110).
  • the vehicle identification of the motor vehicle is recorded by means of the detection unit 24 of the control device 20 (step 120). The detection of the vehicle identification determines a control time.
  • the control device 20 uses its communication unit 23 to send a request for current status information on the detected vehicle identification to the control center 30 (step 131).
  • the current status information on the vehicle identification is determined in the control center 30 by means of the processor 31 in the memory 32 and then sent to the control device 20 by means of the communication unit 33 (step 132).
  • the control device 20 uses its processor 21 to evaluate the current status information and determines whether the toll device 10 is ready to collect (step 140). In this embodiment, this evaluation leads to a provisional control result for the readiness for collection. If the provisional control result is negative, a provisional evaluation signal can be generated in the form of a rejection signal and transmitted to a control vehicle (step 150). In this case, the motor vehicle can be checked manually.
  • control device 20 uses its communication unit 23 to send a further request for new status information(s) on the detected vehicle identification to the control center 30 (step 133).
  • the processor 31 searches in the memory 32 for new status information(s) relating to the vehicle identification and, if available, then sends it to the control device 20 using the communication unit 33 (step 134).
  • the control device 20 uses its processor 21 to evaluate the new status information(s) and determines whether the toll device 10 is finally ready to collect (step 160). If there is a final control result, the control device 20 generates a final evaluation signal which indicates the final result of the evaluation (step 170).
  • the query i.e. steps 133 and 1344 should be repeated at a later point in time and evaluated according to the present evaluation scheme until a final control result is determined (in 6 represented by the dashed line).
  • a motor vehicle is on the road with an assigned toll device.
  • the toll device is ready to collect and records the position of the vehicle every second.
  • the status information with the positive willingness to collect data is transmitted to the control center at regular intervals (here every 30 seconds).
  • the control center receives status information that includes the positive readiness for the survey.
  • the reception of GNSS signals is disrupted, so the positions of the motor vehicle can no longer be recorded.
  • the communication link with the control center breaks off, and the motor vehicle is in a "dead spot".
  • the toll device is no longer able to determine its position and is therefore not ready for collection. This status is displayed with the user on the toll device.
  • the toll device attempts to send unscheduled status information to the control center, which indicates that it is no longer able to collect data. Since there is no communication link, the unscheduled status information does not reach the control center.
  • the motor vehicle reaches a control facility.
  • the control device records the license plate number of the motor vehicle and sends a request to the control center.
  • the status information currently available in the center with a time stamp of 12:00:45 indicates a positive willingness to conduct a survey. This status information is transmitted from the control center to the control device.
  • the provisional control result determined by the control facility is therefore positive.
  • the motor vehicle leaves the dead zone.
  • the unscheduled status information can be transmitted to the control center.
  • At 12:01:15 and at 12:01:45 (regular) status information with the negative readiness to collect is sent to the center.
  • the control device sends a second query to the control center regarding the license plate number of the motor vehicle.
  • the control center can now transmit the unscheduled status information, which is the last status information before the control, to the control point.
  • the evaluation in the control facility shows that there was a negative willingness to investigate with a time stamp of 12:00:50. The final control result is therefore negative.
  • a suspicious case is generated in the head office in order to initiate further processing of the case.
  • a motor vehicle is once again traveling with an associated toll device.
  • the toll device is ready to collect and records the position of the vehicle every second.
  • the status information with the positive readiness for collection is transmitted to the control center at regular intervals (every 30 seconds).
  • the control center receives status information that includes the positive readiness for the survey.
  • the reception of GNSS signals is disrupted, so the positions of the motor vehicle can no longer be recorded.
  • the toll device is no longer able to determine its position and is therefore not ready for collection. This status is displayed with the user on the toll device.
  • the toll device sends unscheduled status information to the control center, indicating that it is no longer able to collect data.
  • the GNSS signals were received again and the toll device was ready for collection again.
  • the motor vehicle is now in a dead spot and the toll device has no communication link to the control center.
  • the attempt at 12:00:55 to transmit a second unscheduled status information with a positive willingness to collect data to the control center therefore fails.
  • the motor vehicle reaches a control facility.
  • the control device records the license plate number of the motor vehicle and sends a request to the control center.
  • the status information currently available in the control center is the unscheduled status information with a time stamp of 12:00:51 and indicates a negative willingness to collect data. This status information is transmitted from the control center to the control device.
  • the provisional control result determined by the control body is therefore negative.
  • the motor vehicle leaves the dead zone.
  • the second unscheduled status information can be transmitted to the control center.
  • At 12:01:15 and at 12:01:45 (regular) status information with the positive readiness for collection is sent to the center.
  • the control device sends a second query to the control center regarding the license plate number of the motor vehicle.
  • the control center can now transmit the second unscheduled status information, which is the last status information before the control, to the control point.
  • the evaluation in the control facility shows that there was a positive readiness for investigation with the time stamp of 12:00:54.
  • control data present in the control device and in the control center ie the status information transmitted up to that point and the license plate number of the motor vehicle, are then deleted.

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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)
EP21201706.5A 2021-10-08 2021-10-08 Procédé et système de contrôle automatique dans un système de péage Pending EP4163884A1 (fr)

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4402612A1 (de) 1994-01-28 1995-08-03 Deutsche Telekom Mobil System zur Überwachung einer berechtigten Benutzung von Verkehrswegen und/oder Verkehrsflächen
DE10104502A1 (de) 2001-01-31 2002-08-14 Daimler Chrysler Ag Kontrollverfahren zur Straßengebührenerfassung
EP1200938B1 (fr) * 1999-08-04 2005-12-14 Vodafone Holding GmbH Unite de controle permettant de verifier que des appareils de peage montes dans des vehicules fonctionnent correctement
US20090024458A1 (en) * 2007-07-16 2009-01-22 Charles Graham Palmer Position-based Charging
US20130201011A1 (en) * 2012-02-06 2013-08-08 Nxp B.V. System and method for verifying whether a vehicle is equipped with a functional on-board unit
EP3447695A1 (fr) 2017-08-25 2019-02-27 Kapsch TrafficCom AG Méthode de surveillance d'un système de péage
EP2817786B1 (fr) * 2012-02-20 2020-11-04 Toll Collect GmbH Procédé de réservation et d'annulation ainsi que procédé de prélèvement de taxes dans un système de prélèvement de taxes

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4402612A1 (de) 1994-01-28 1995-08-03 Deutsche Telekom Mobil System zur Überwachung einer berechtigten Benutzung von Verkehrswegen und/oder Verkehrsflächen
EP1200938B1 (fr) * 1999-08-04 2005-12-14 Vodafone Holding GmbH Unite de controle permettant de verifier que des appareils de peage montes dans des vehicules fonctionnent correctement
DE10104502A1 (de) 2001-01-31 2002-08-14 Daimler Chrysler Ag Kontrollverfahren zur Straßengebührenerfassung
US20090024458A1 (en) * 2007-07-16 2009-01-22 Charles Graham Palmer Position-based Charging
US20130201011A1 (en) * 2012-02-06 2013-08-08 Nxp B.V. System and method for verifying whether a vehicle is equipped with a functional on-board unit
EP2817786B1 (fr) * 2012-02-20 2020-11-04 Toll Collect GmbH Procédé de réservation et d'annulation ainsi que procédé de prélèvement de taxes dans un système de prélèvement de taxes
EP3447695A1 (fr) 2017-08-25 2019-02-27 Kapsch TrafficCom AG Méthode de surveillance d'un système de péage

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