EP4163885A1 - Système et procédé de prélèvement du péage pour un véhicule automobile - Google Patents

Système et procédé de prélèvement du péage pour un véhicule automobile Download PDF

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Publication number
EP4163885A1
EP4163885A1 EP21201719.8A EP21201719A EP4163885A1 EP 4163885 A1 EP4163885 A1 EP 4163885A1 EP 21201719 A EP21201719 A EP 21201719A EP 4163885 A1 EP4163885 A1 EP 4163885A1
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EP
European Patent Office
Prior art keywords
toll
data processing
portable
toll device
central data
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
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EP21201719.8A
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German (de)
English (en)
Inventor
Matthias Heyd
Klaus Schild
Thomas Lohfelder
Nico Henke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toll Collect GmbH
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Toll Collect GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toll Collect GmbH filed Critical Toll Collect GmbH
Priority to EP21201719.8A priority Critical patent/EP4163885A1/fr
Priority to EP22200183.6A priority patent/EP4163886A1/fr
Publication of EP4163885A1 publication Critical patent/EP4163885A1/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 system and a method for toll collection for a motor vehicle.
  • 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 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 positions of the vehicle are recorded in a so-called lane file, which is sent to the control center via mobile radio at certain 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.
  • the disadvantage here is that each vehicle that is subject to the toll has to carry special hardware, namely the OBU, in order to record its positions.
  • devices carried by the driver e.g. smartphone or tablet
  • the functions required for automatic toll collection such as position determination (e.g. via GPS (GPS - global positioning system)), communication via mobile communications and a (graphic) User interface. It is therefore desirable to use such devices for toll collection.
  • position determination e.g. via GPS (GPS - global positioning system)
  • communication via mobile communications
  • graphics User interface
  • the document EP 3 002 733 A1 discloses a toll control center for collecting a toll from a vehicle that is subject to a toll when using a traffic area that is subject to a toll.
  • the toll center includes a central computing device and a central communication device.
  • the central computing device is set up to send an initiation request for initiating a toll collection process via the central communication device to receive the information from a mobile device in order to use the traffic area that is subject to toll by the vehicle that is subject to toll.
  • the initiation request includes starting position data of the vehicle subject to the toll.
  • the central computing device is further set up to initiate a toll collection method in response to the receipt of the initiation request and to terminate the initiated toll collection method in response to the occurrence of a termination event.
  • 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. Large amounts of data (position data and toll messages) are continuously transmitted from the vehicle device to the control center.
  • the task is to provide improved technologies for participation in a toll system.
  • the specification of dedicated hardware should be avoided and the convenience of participating in the toll system should be improved.
  • the quality of toll collection should remain high so that due tolls are calculated correctly.
  • the central data processing device is set up to evaluate the position information received from the portable toll device and to determine a toll fee from this.
  • the components can communicate with one another, ie between the portable toll device and the control center, wirelessly, for example by means of a cellular connection or via WLAN (WLAN - wireless local area network).
  • WLAN wireless local area network
  • the portable toll device is associated with the motor vehicle for which the toll fee is to be determined.
  • the portable toll device can be arranged in the motor vehicle or arranged on the motor vehicle.
  • the portable toll device can be detachably arranged in the motor vehicle, for example in a holder.
  • the portable toll device can be designed as a smartphone or as a tablet, for example. Such devices usually have all the necessary components for toll collection, so that a dedicated toll collection device such as an OBU is not required.
  • the portable toll device determines its position (and thus the position of the associated motor vehicle) at regular first time intervals.
  • 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. Smartphones and tablets usually have a GNSS receiver built into the device.
  • the position of the toll device (and the associated motor vehicle) includes at least one degree of longitude and one degree of latitude.
  • 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.
  • the first regular time intervals for determining the position information can be small.
  • the position of the portable toll device can be determined every second, every 2 seconds or every 5 seconds. This is intended to ensure that the journey of the motor vehicle can be traced as precisely as possible (ideally without gaps) so that the toll fee can be determined precisely.
  • the center may include a processor and memory.
  • the center can be designed as a server.
  • the center is set up to evaluate the position information, so For example, to compare the positions of the toll device with a model of toll routes and to determine the toll fee to be paid from this.
  • the predetermined time interval can have any value between 2 minutes and 60 minutes, for example 5 minutes, 10 minutes, 20 minutes or 30 minutes. Any combination of the above conditions can also be provided.
  • the portable toll device can be set up, before starting a journey, by means of a user input, to record a vehicle identification of the motor vehicle assigned to the portable toll device and at least one vehicle characteristic of the motor vehicle assigned to the portable toll device and to transmit the vehicle identification and the at least one vehicle characteristic to the central data processing device.
  • the user input can be made using an input device of the toll device, for example using a touch-sensitive display device (touch screen).
  • the central data processing device can be set up to check the transmitted at least one vehicle property for consistency.
  • the center can also be set up to transmit the result of the consistency check to the toll device.
  • the toll device can be set up to output the result of the consistency check received from the control center, for example on the display device.
  • 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 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 vehicle identification can be used to check whether the motor vehicle is involved in the toll procedure while driving.
  • 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 when there is a change in the information on the vehicle properties.
  • Vehicle properties for a vehicle identification can already be stored in the control center.
  • the consistency check in the control center can be, for example, a comparison of the at least one vehicle property specified with a stored vehicle property.
  • the consistency check can include a comparison of the specified total weight with the number of axles. If a heavy vehicle (e.g. 40 t) has only a few (e.g. 2) axles or a light vehicle (e.g. 5 t) has many (e.g. 4 or 5) axles, a corresponding information can be issued via the toll device. If the consistency check is negative, the user can be asked to check the entries and correct them if necessary.
  • the portable toll device can be set up to generate status information and to transmit it to the central data processing device.
  • the central data processing device can be set up to check the status information transmitted by the portable toll device and to transmit an evaluation signal to the portable toll device as the result of the check.
  • the evaluation signal is a release signal which releases the start of the journey or allows the journey to be continued if the result of the check is positive.
  • the evaluation signal is a blocking signal which does not enable the start of the journey or does not allow the journey to be continued if the test is negative.
  • 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 position of the toll device (and thus of the associated vehicle) is determined during the journey at regular first time intervals, for example every second, every 2 seconds or every 5 seconds, and stored in a memory of the toll device becomes.
  • the stored position information is transmitted to the control center. Based on the position information, an evaluation is then carried out in the control center as to whether one or more toll routes have been traveled.
  • An essential aspect of operation of the toll device in compliance with the toll obligation is therefore whether the toll device can determine its position in the predetermined regular first time intervals.
  • the toll device must therefore be able to determine its position.
  • a GNSS receiver 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 portable toll device is embodied as a smartphone or tablet, other reasons for a negative positioning capability may 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).
  • the position information and possibly the status information should 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 and whether data transmission is possible, ie whether the toll device is capable of data transmission.
  • the portable toll device should transmit 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 willingness to collect 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 remaining. Provision can also be made for a message to be output to the user (driver) if the battery charge falls below a second predetermined threshold, the second threshold being greater than the first threshold. For example, when the battery charge is 15%, a message can be issued with which the user is prompted to connect the toll device to a charger in order to avoid a further drop in the battery charge and a resulting negative willingness to collect.
  • the portable toll device can be set up to output the status of its collection readiness, 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 (or such signals) 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 initial status information can include the vehicle identification and the at least one vehicle characteristic.
  • the initial status information can also include a timestamp that indicates when the initial status information was generated.
  • the initial check in the control center can include the consistency check of the at least one vehicle property.
  • the check of the initial status information is intended to ensure that the conditions for a trip booking are met centrally. If the check of the initial status information is positive, a trip booking is started. In this case, a unique booking identification number (booking ID) can be transmitted to the toll device together with the release signal. The booking ID is only valid for the trip booking (i.e. the approved trip). If the test is negative, the journey is not released, which is indicated by the blocking signal. In this case, the user must use an alternative to participating in the toll system.
  • booking ID unique booking identification number
  • the regular status information can also include the booking ID. This enables a simple assignment of the regular status information to the trip and the trip booking.
  • the status of the collection readiness of the portable toll device is checked at regular time intervals and corresponding regular status information is generated.
  • the generated regular status information is immediately transmitted to the control center.
  • the second regular intervals can be any Take a value between 10 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 when the motor vehicle is checked, from which the fulfillment of the obligation to cooperate can be determined.
  • the willingness to collect (positive or negative) can be implemented as a single bit, so that the amount of data transmitted is very small.
  • the initial status information and the regular status information are combined.
  • the initial status information is generated by the toll device and sent to the control center for verification.
  • the regular status information is generated and sent to the control center for verification. This means that extensive information about the vehicle and the readiness of the toll device to collect is available at the head office, so that a high quality of toll collection is guaranteed.
  • the generated regular status information is ideally transmitted from the portable toll device to the central data processing device immediately after it has been generated. If it is determined that it is not possible to transmit the regular status information generated to the central data processing device, for example because there is no communication link between the toll device and the central office, the regular status information generated in the second regular time intervals (possibly with their time stamps) in the Memory of the portable toll device saved.
  • the stored regular status information is transmitted to the central office as soon as a connection is established from the portable toll device to the central office at a later point in time. This enables a complete tracking of the willingness to collect data.
  • the control center sends a confirmation to the toll device for each regular status information item received from the toll device.
  • a central timer can start running at a predetermined time in the control center. If further regular status information arrives at the control center within the time specified by the central timer, the central timer is reset and starts again from the beginning. If the central timer expires before any further regular status information arrives, this is regarded as a loss of communication with the toll device and the willingness to collect is set to negative at headquarters. In this case, the trip booking is terminated centrally.
  • An analogous configured toll device timer can be implemented in the toll device with regard to the confirmations.
  • the toll device timer is started in the toll device. If another confirmation from the control center arrives in the toll device within the time specified by the toll device timer, the toll device timer is reset and starts running again. If the toll device timer expires before another confirmation arrives, this is considered a loss of communication with the central office. The readiness for collection is then set to negative in the toll device because the toll device is not capable of data transmission and the trip booking is terminated. It can be provided that the toll device issues a signal to the user to end the journey booking, for example an optical signal and/or an acoustic signal. The user must then use an alternative to participating in the toll system.
  • the central timer and the toll device timer can be set to the same time, for example 5 minutes, 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 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.
  • the toll fee can be displayed on the toll device, for example on the display device. The user thus receives prompt information on the amount of the toll charge incurred.
  • the portable toll device is set up to transmit all position information remaining in the memory of the portable toll device together with the trip completion signal to the central data processing device together with the trip completion signal. This ensures that all position information about the journey is available in the head office and the toll fee is calculated for the entire journey.
  • the portable toll device can be set up to perform the functions described here by installing an app.
  • a unique app identification number (app ID) can be assigned.
  • the app ID can be transmitted to the control center with the status information, for example the initial status information or the regular status information. This is intended to support the clarification of fraud attempts or technical problems. If the app is uninstalled and then reinstalled, a new app ID will be assigned. For example, a new installation of the app while driving can be detected.
  • vehicle and “motor vehicle” are used synonymously unless the context explicitly states otherwise.
  • FIG. 1 a schematic illustration of a system for toll collection is shown.
  • the system comprises a portable toll device 10 and a central data processing device (central) 20.
  • central central data processing device
  • the toll device 10 has a processor 11 , a memory 12 , a communication unit 13 , a GNSS receiver 14 , an energy store 15 and a display device 16 .
  • the toll device 10 can also have a loudspeaker (not shown).
  • the display device 16 can be designed in the form of a touch-sensitive screen (touch screen).
  • the energy store 15 is set up to supply the components of the portable toll device 10 with electrical energy.
  • the energy store 15 is designed as a rechargeable secondary battery.
  • the portable toll device 10 can be designed as a smartphone or as a tablet.
  • the toll device 10 is assigned to a motor vehicle which is traveling on at least partially toll routes during a journey.
  • the toll device 10 can, for example, be detachably arranged in a holder in the vehicle.
  • the control center 20 has a processor 21 , a memory 22 and a communication unit 23 .
  • the toll device 10 and the control center 20 are set up to exchange signals and/or data bidirectionally with one another by means of their communication units 13, 23, for example via mobile communications and/or via WLAN.
  • the communication channels are in 1 shown with a dashed line.
  • the toll device 10 uses the GNSS receiver 14 to determine its position at regular time intervals, for example every second, and thus the position of the associated motor vehicle (step 100).
  • the position is stored as position information in the memory 12 (step 110).
  • the position information includes at least a degree of longitude and a degree of latitude.
  • the position information stored in memory 12 is transmitted to control center 20 by means of communication unit 13 (step 120).
  • the control center 20 evaluates the position information received using its processor 21 and calculates the toll fee to be paid (step 130).
  • step 3 shows a method sequence for detecting and checking vehicle properties. This process takes place before the start of the journey, i.e. before step 100 of in 2 illustrated procedure.
  • the user first enters a country selection and the license plate number of the motor vehicle assigned to the toll device on the toll device 10 (step 200).
  • properties of the motor vehicle are entered by the user (step 210).
  • the properties include the weight of the vehicle, the number of axles on the vehicle (axle count), the emission class and the type of drive.
  • the information entered is transmitted to the control center 20 in step 220 .
  • the control center 20 checks the information received about the motor vehicle for consistency (step 230).
  • vehicle properties can already be stored in the control center for the license plate number, such as the weight and number of axles of a motor vehicle.
  • the values for weight and number of axles transmitted by the toll device must at least correspond to the stored values. It is possible for the user to increase the values, for example if one or more trailers are used.
  • the consistency check can also include the coherence of the transmitted vehicle properties. For example, if a heavy vehicle has few axles or a light vehicle has many axles, this would not be consistent.
  • the result of the check is sent from the control center 20 to the toll device 10 transmitted (step 240).
  • the result of the check is output on the toll device (step 250).
  • the user is asked to check the entries again and correct them if necessary.
  • the data entered with steps 200 and 210 can be stored in the toll device 10 . If the same vehicle is later used for another journey, this data can then be selected by the user so that it is not necessary to enter it again. Data from several motor vehicles can also be stored in the portable toll device 10, from which the user can select if required.
  • an initial status check is carried out before the start of the journey.
  • the initial status check therefore takes place before step 100 of the in 2 illustrated procedure.
  • certain requirements must be met. These relate on the one hand to the fulfillment of technical and on the other hand to the financial conditions that are necessary for booking a journey.
  • a trip booking In order for a trip booking to be approved by the head office, three criteria must be met. First, a check is made to determine whether the license plate and/or the toll device is blocked at the central end. Furthermore, it is checked whether a means of payment stored by the user is authorized. Finally, the transmitted vehicle properties (cf. procedure according to 3 ) checked for consistency. Only when all three conditions are met is a booking ID generated in the head office and sent to the toll device together with the booking release. If the trip booking is not approved, the booking rejection includes a text in which the reason for the rejection is given.
  • a flow of an embodiment with an initial status check is in 4 shown.
  • the three aforementioned criteria (existence of a block, validity of the means of payment and consistency of the vehicle properties) are checked in the control center 20 (step 80). If the check is negative, a blocking signal is sent to the toll device (step 85) and a message is sent to the user; a trip booking is not started. If the check is positive, a release signal is transmitted to the toll device together with a booking ID (step 86). If the release has been given, the readiness of the toll device to collect is checked (step 90). If the willingness to collect is negative, a message to this effect is issued and the method ends (step 95). If the readiness to collect is positive, the trip booking is started (step 96). The journey can then be carried out. Steps 100 through 130 are the same as in FIG 2 known steps.
  • the automatic collection of the position information is an essential task of the portable toll device. Based on the position information sent by the toll device, the toll route covered is determined centrally, processed and billed accordingly.
  • the journey booking begins with the receipt of the booking approval.
  • the journey booking is only started if there is a booking release from the head office and the willingness to collect is given.
  • a corresponding signaling of the active booking is displayed on the display device 16 of the toll device 10 and is visible to the user (e.g. “journey active”). Furthermore, the user can see whether the willingness to collect is given.
  • all data relevant to the vehicle and toll can be displayed on the display device 16 until the end of the booking.
  • the data displayed includes, for example, the booking number, a booking duration and a map with the route taken.
  • the card can be activatable and deactivatable.
  • the process of generating and sending the survey readiness starts immediately after the start of the booking.
  • the regular status information on the readiness for collection is generated at preconfigured regular intervals (e.g. every 30 seconds, every 1 minute or every 2 minutes) and transmitted to the central office.
  • the sending interval of the regular status information can be configured centrally.
  • the control center responds to the regular status information either with "Approval of trip booking" or "Rejection of trip booking". Approval of the trip booking allows the user to continue booking a trip. A rejection of the trip booking ends the active trip booking. The reasons for a central refusal can be blocks or technical problems. After rejection of the trip booking, the processes of recording the position information and further generation of the readiness for collection are stopped. Each time a trip booking is aborted, a message about the end of the booking and the remaining position information is transmitted from the toll device 10 to the control center 20 .
  • the journey booking is terminated with a user input.
  • a button for ending the current trip booking is present on the display device 16 of the toll device 10 .
  • all processes are terminated and all toll-relevant and recorded data, in particular position information and status information, are transmitted to the control center.
  • the user is informed that the toll device should remain switched on and/or the app should not be closed until the data has been transferred.
  • the position information recorded and available in the app (in the memory of the toll device) is immediately transmitted to the head office.
  • the position information will be sent immediately to the head office when mobile phone reception is renewed or via a WLAN Internet connection. No new trip booking is started before the position information already recorded from the previous booking has been sent to the head office. If the message at the end of the booking is not received by the head office (e.g. if data is lost or the app is uninstalled), the journey booking is automatically completed by the head office. If the control center receives a negative willingness to collect, the active booking is canceled and the cancellation is signaled to the user. The position information is sent to the head office immediately after the booking is aborted.
  • the lanes are secured, in terms of signing and encryption, stored in the app (in the memory of the toll device) and transmitted to the control center.
  • the position information received in the control center is buffered until it is complete or a partial booking occurs due to a timeout.
  • the head office may only close the trip booking after the trip booking has been completed or after a preconfigured timeout has expired.
  • the position information is only complete if it has been received with the "End of booking" message and the rest of the position information at the head office.
  • An incomplete journey booking is noted centrally and is considered a partial booking.
  • An incomplete journey booking occurs when, in a preconfigured period of time during an active journey booking, neither position information is received from the toll device nor is there a message at the end of the booking.
  • the recorded positions are buffered in the memory of the toll device for a preconfigurable time (e.g. 10 minutes or 20 minutes). After the pre-configurable time has elapsed, the toll device reports that the position information have not been transmitted to the head office, a negative willingness to collect and cancels the trip booking.
  • a preconfigurable time e.g. 10 minutes or 20 minutes.
  • the route driven is also displayed on a map.

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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)
EP21201719.8A 2021-10-08 2021-10-08 Système et procédé de prélèvement du péage pour un véhicule automobile Pending EP4163885A1 (fr)

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EP21201719.8A EP4163885A1 (fr) 2021-10-08 2021-10-08 Système et procédé de prélèvement du péage pour un véhicule automobile
EP22200183.6A EP4163886A1 (fr) 2021-10-08 2022-10-07 Système et procédé de perception de péage pour un véhicule automobile

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EP21201719.8A EP4163885A1 (fr) 2021-10-08 2021-10-08 Système et procédé de prélèvement du péage pour un véhicule automobile

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EP4163885A1 true EP4163885A1 (fr) 2023-04-12

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EP22200183.6A Pending EP4163886A1 (fr) 2021-10-08 2022-10-07 Système et procédé de perception de péage pour un véhicule automobile

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Citations (6)

* Cited by examiner, † Cited by third party
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EP1655700A2 (fr) * 2004-11-09 2006-05-10 Vodafone Holding GmbH Procédé et système pour la détermination d'une taxe de route
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EP1655700A2 (fr) * 2004-11-09 2006-05-10 Vodafone Holding GmbH Procédé et système pour la détermination d'une taxe de route
US20090024458A1 (en) * 2007-07-16 2009-01-22 Charles Graham Palmer Position-based Charging
AT505017A4 (de) * 2007-07-27 2008-10-15 Kapsch Trafficcom Ag Verfahren zum erfassen von orts- und/oder zeitabhängigen daten
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EP3447695A1 (fr) 2017-08-25 2019-02-27 Kapsch TrafficCom AG Méthode de surveillance d'un système de péage

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