WO1998034199A1 - Systeme de perception et de facturation des droits de peage de trafic et de stationnement - Google Patents

Systeme de perception et de facturation des droits de peage de trafic et de stationnement Download PDF

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Publication number
WO1998034199A1
WO1998034199A1 PCT/SE1998/000181 SE9800181W WO9834199A1 WO 1998034199 A1 WO1998034199 A1 WO 1998034199A1 SE 9800181 W SE9800181 W SE 9800181W WO 9834199 A1 WO9834199 A1 WO 9834199A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
traffic
cell
tpfr
data
Prior art date
Application number
PCT/SE1998/000181
Other languages
English (en)
Inventor
Rolf Rising
Original Assignee
Rolf Rising
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 Rolf Rising filed Critical Rolf Rising
Priority to AU60094/98A priority Critical patent/AU6009498A/en
Publication of WO1998034199A1 publication Critical patent/WO1998034199A1/fr

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Classifications

    • 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
    • G07B15/02—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points taking into account a variable factor such as distance or time, e.g. for passenger transport, parking systems or car rental systems

Definitions

  • the present invention relates to a system for the collection and distribution of time and space based traffic and parking fees according to the introduction in claim 1.
  • New roads at enormous costs are required in many areas to improve the traffic ability and to decrease local environmental loading.
  • To finance such investments also new road and city tolls are planned in these areas.
  • the basic thought is that those vehicles using and wearing the roads should also pay for the roads and their maintenance. Further it is believed that tolls also will affect the traffic flow and improve the traffic ability.
  • GSM Global System for Mobile communications
  • the International Patent Application also describes how a vehicle related MU could determine its position from cell identity information and the comparison between signal levels from different cells. The vehicle position and status could then be communicated to a central computer using the GSM network.
  • the European Patent Application EP 0501058 also describe in a similar way how a vehicle related MU using cell identity information could communicate its position to a central computer.
  • a system covering both traffic and parking fees, may take use of the existing GSM network with inexpensive MUs, mounted in vehicles, whose operating status are registered in time and space without loading the network with traffic. Debiting can also be made through the GSM network using time and space dependent tariffs, such as fee per minute, that is communicated to the MU. These tariffs can also depend on the vehicle classification, allowing the vehicle weight and environmental rating to affect the fees. Surveillance and control can be arranged very efficiently without disturbing the individuals need for anonymity.
  • the national GSM network is divided into switching areas which each can be subdivided into location areas.
  • the MU may move around without updating the Visitor Location Register (VLR).
  • the location area includes one or several base stations each covering a number of cells.
  • the MU continuously watches the broadcast control channel, from which it will identify its present location area and cell. First when the MU moves into a new location area it will update the VLR.
  • Each MU belongs to a Home Location Register (HLR).
  • HLR Home Location Register
  • This register contains all necessary subscriber and MU information, such as present status and VLR with location area. If the MU moves to another location area belonging to another VLR, then all relevant registered parameters for the MU will be transferred from the HLR to this new VLR. In the HLR the address will now refer to this new VLR.
  • TFR Traffic Fee Register
  • TFR now has information about the MUs presence in different location areas, and if the tariffs are fixed in each location area this information is sufficient to calculate the traffic fee. However since the location areas are large it might be preferred to vary the tariffs inside these areas. Besides this the fees should eventually be distributed to different tariff owners within the location area. Such a variation and distribution of tariffs may take place on a cell level with the MU actively involved.
  • SMS Short Message Service
  • cell-broadcast can be used for common messages to all those MUs inside the cell that has been instructed to listen to the channel.
  • This method could then be used by TFR to broadcast, inside each cell, information regarding tariffs and tariff owners to the MUs in the vehicles. From this information the MU then can calculate on its own the corresponding traffic fee in all visited cells during the trip. After the trip and before the MU is disconnected from the network it can send a SMS to the TFR to declare the accumulated traffic fee to each tariff owner within the visited location areas. Also the time spent in these location areas can be declared.
  • the TFR address may be broadcast along with the cell tariffs.
  • the declaration can be judged and approved before the traffic fee is debited the MUs and credited the tariff owners traffic accounts. After this all location data for the MU will be removed from the TFR. If the TFR do not receive any declaration it might debit the MU according to a standard procedure using the highest cell tariff in each visited location area.
  • the cell-broadcast information also contain tariffs and tariff owners for general parking inside the cell, and if the MU can be switched on manually when the vehicle has been parked, then this system may also be used for parking fees.
  • the register will then be a central Traffic and Parking Fee Register (TPFR).
  • the MU can send a SMS to TPFR and declare the parking fee, which is debited the MUs and credited the tariff owners parking accounts. After this the location time for the MU will be reset in the TPFR. If no declaration is received then the TPFR may, as before, debit the MU according to a standard procedure using the highest cell tariff in the current location area.
  • a vehicle When a vehicle enters a new location area administered by a new TPFR this will be initiated by the VLR. At the same time the MU will discover this on its own when a new TPFR address is found from the cell-broadcast. The MU then first will send a declaration to the old TPFR, in which it also informs about the transition to a new TPFR. After this the MU sends a SMS to the new TPFR with information about the vehicle, the MU identity and network operator, as well as which TPFR that carries the MU account. This information is stored in the new TPFR until the vehicle transit to another TPFR.
  • the MU will declare its fees to the new TPFR in a regular way. To debit the
  • TPFRs is debited. If the system involve several countries then all tariffs and fees should be specified in a common currency, and within Europe then preferably ECU.
  • the vehicle installed MU can be made up by a GSM module with SIM and a microprocessor with memory.
  • the SIM contain information about the MU identity, its network and channels for cell-broadcast together with the vehicle classification, used for the tariff selection inside the cell. It also contains information about the vehicle owner and registration number and which TPFR that carry the MU account.
  • the microprocessor select tariffs and calculates traffic and parking fees, after time spent in each cell, which accumulates to different memory registers.
  • the microprocessor also handles the SMS from the MU.
  • the user interface consists of a display and a push button.
  • the MU is connected to the vehicle battery and ignition, and when the vehicle starts the MU will switch on and connect to the network whereas the VLR will initiate the TPFR.
  • the MU When the vehicle ignition is turned off the MU will send a SMS to the TPFR, declaring calculated traffic fees and time spent in current location areas, and then disconnects from the network. If the ignition is turned off the MU can be switched on manually, using the push button, for parking. Afterwards when the vehicle restart the MU will send a SMS to the TPFR regarding calculated parking fee and time spent in the location area.
  • the MU and the ignition is on the cell traffic tariff is displayed. If only the MU is on the cell-parking tariff is displayed. Accumulated traffic and parking fee, totally and since last reset, may be temporarily displayed after pushing the button. To reset accumulated values the button is pressed a certain time when the value is shown. However totally accumulated values can not be reset.
  • the system automatically control that fair fees are debited each vehicle in which the MU is switched on. To secure that the MUs really are on, another type of surveillance must be used. However to check a single vehicle is very easy. Using the vehicle registration number one can directly ask the TPFR if the vehicle is shown to be in the current location area. In this way one can confirm that the MU is switched on and that the vehicle carries along the MU.
  • a computer-based camera may read the vehicle registration number and through, data communication with TPFR, confirm that the MU inside the vehicle is switched on. In this way the traffic may be automatically checked by fixed camera systems at road entries to the traffic area. Inside the traffic area mobile hand held control systems may be used by traffic wardens etc.
  • TPFR never show externally the vehicle location during the trip, and secondly by that no location data is stored in TPFR after the trip. Above this it is also unimportant to register the driver since it is the owner who is responsible for paying the fees, as with traditional parking fees.
  • Vehicles that are normally not included in the system may simply be registered as visitors by a common pay-call.
  • a voice answering system connected to TPFR for the area, the visitor may select traffic region and state the registration number on the day for the visit. The visitor is now registered in TPFR in case of an eventual check. Naturally also some specific through route could be left free, for visitors passing the traffic area, simply by avoid checking this route.
  • the registration fee is put on the telephone bill for the telephone used for the pay-call.
  • the fee must probably be big enough to prevent the daily traffic from prefer being visitors.
  • the cost of a pay-call does normally not vary over time, but in this case a special service can be developed. Then it also might be possible to register for a visit during some specific hours of the day. To allow different pricing between normal and heavy vehicles two different pay- call numbers could be used.
  • the regional map is the natural starting point for adaptation and control of the GSM cell tariffs.
  • the simplest way is to divide the map into different zones, in which the zone tariffs are broadcast in the corresponding cells.
  • Another way is to start from all important traffic points on the map. Actual or expected traffic densities at these points could then affect the tariffs, which could move between a floor and a ceiling.
  • a three dimensional map is received, in which the tariffs creates "mountains" at the traffic points with heights that may affect the route selection.
  • This picture then also need to be communicated to the road users, for instance through Internet which future on will be available in most environment.
  • a cell could only have two tariff owners for the same vehicle class, one for traffic fees and one for parking fees. This might result in some problems for boarder areas between communities or regions. However normally both traffic and tariffs are minor in such areas and for big city regions with communities grown together the cells are normally very small.
  • the traffic fee is progressive in the sense that it will increase per distance in areas with poor traffic ability. This is naturally due to the fee per time unit for running vehicles. Within a tariff area the traffic fee per kilometre will increase with decreasing average speed. This is a fundamental system feature that means a new economical incentive for avoiding to travel where, and when, the traffic ability is poor.
  • the progressive feature also means that tariff areas normally don't need to be homogenous, and can incorporate parts with both low and high traffic densities. Also transfers between high and low tariff areas will not be that dramatic since the average speed in these areas normally is the same through the transfer part.
  • the Cell Broadcast information also may contain limiting cell tariff times. This means that when the vehicle has spent a certain time in a certain cell the tariff will disappear. The traffic fee in that cell is thereby limited. This technique could also be used to separate local traffic from traffic only passing through the cell. With an increased tariff and decreased tariff time we will be closer to a fixed fee for visiting the cell, which will more hurt the traffic passing through.
  • the corresponding cell tariffs could be increased for classes of vehicles without catalysts. If one want to go further certain fees could be debited for cold starting vehicles without preheated catalysts. If location data in TPFR isn't removed until the vehicle restart, the system will know for how long it has been parked and could debit the vehicle a certain time dependent starting fee.
  • Recent car radio receivers normally include RDS functions with a selection switch for listening to all traffic information broadcast within the region. This information will then have priority compared to other program sources.
  • RDS functions with a selection switch for listening to all traffic information broadcast within the region. This information will then have priority compared to other program sources.
  • Within a big city region with several different traffic systems there is a great need of information and in the same time most road users are only affected by a smaller part of this information.
  • the MUs could then control the RDS receiver to only relay such traffic information that should be of interest in that specific cell area, for those specific vehicles.
  • Present RDS receivers then also need to have input for the MU to control the traffic selection switch.
  • Automatic accident reporting from the MU to the TPFR is also possible if the air bag trig signal is connected to the MU.
  • the MU may send a SMS, including information about the current cell, the cell before and time for transfer, and the cell before that and time for that transfer. From this information the TPFR could use its map database to estimate the position for the latest cell entering and how far the vehicle has moved into the current cell. After pointing out the accident area the TPFR could inform the related alarm central for further actions.
  • TPFR is a central installation but the tariff control may be distributed to regional traffic centres.
  • the TPFR operator shall book and collect the traffic and parking fees for the vehicles, and book and pay out the net income to each tariff owner. From the corresponding gross income the GSM operator and the TPFR operator will take their shares. Since several GSM operators are involved their shares could be as percentages on the fees debited through their specific GSM network. This information is registered in the TPFR.
  • Involved GSM operators may only compete with eventual subscriber fees and subventions of the MU to the public.
  • the TPFR operator here sets the requirement on coverage and functionality. By this arrangement the GSM operators will not be connected with the fee collection itself and any probable bad-will this may cause. Instead they will handle the payment mechanism as a credit card operator with no responsibility for the cost of the services.
  • the GSM operator may only change the physical GSM cells, within the fee areas, in agreement with the TPFR operator. These restrictions are not valid for the location areas within the TPFR. Further the GSM operator must continuously repeat the VLR information to the TPFR, regarding the active MUs.
  • the system supplier shall develop and supply the TPFR, with link features to VLRs, GSM networks and regional traffic centres.
  • the application software for the MU shall be developed and supplied. This software could either come along with the MU from the MU supplier or be downloaded during the MU installation in the vehicle.
  • the interface for the system supplier is outside the GSM specification why a more regular IT company could perform the system design.
  • the MU operative system also requires a well performed integration of the GSM module with other parts.
  • the distribution of the MUs will also be most efficient using existing mobile phone distribution channels.
  • the MU installation in the vehicle is performed similar to simpler mobile phone installations.
  • the MU must be directly connected to the vehicle battery and to the ignition key. The public could do this at any car repair shop and also in many cases by themselves.

Landscapes

  • Business, Economics & Management (AREA)
  • Finance (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention concerne un système cellulaire de télécommunications mobiles divisé en zones de situation et comprenant des unités mobiles (MU) qui sont installées dans des véhicules et dont les identités zone enregistrées dans ce système en regard de l'identité des différentes MU installées. Ces données d'état et de zones de situation des différentes MU sont communiquées au système dès qu'elles subissent des modifications, de façon à enregistrer dans le système, d'une part l'état du véhicule dans les différentes zones de situation, et d'autre part son mouvement entre de telles zones de situation. Ces zones de situation sont elles-mêmes divisées en cellules dans laquelle est diffusée, à destination des MU, une information permettant de connaître, à l'intérieur de la cellule, d'une part les droits de péage de trafic et de stationnement applicables aux différentes classes de véhicules, et d'autre part qui est autorisé à ces droits de péage. Ces données ainsi que la durée de trafic ou de stationnement du véhicule à l'intérieur des différentes cellules permet de calculer, pour chaque MU, les droits de péage de trafic ou de stationnement à communiquer au système dès que le véhicule se gare ou démarre.
PCT/SE1998/000181 1997-02-04 1998-02-02 Systeme de perception et de facturation des droits de peage de trafic et de stationnement WO1998034199A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU60094/98A AU6009498A (en) 1997-02-04 1998-02-02 System for the collection and distribution of traffic and parking fees

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9700408-9 1997-02-04
SE9700408A SE9700408L (sv) 1997-02-04 1997-02-04 System för insamling och distribution av trafik- och parkeringsavgifter

Publications (1)

Publication Number Publication Date
WO1998034199A1 true WO1998034199A1 (fr) 1998-08-06

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AU (1) AU6009498A (fr)
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WO (1) WO1998034199A1 (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001011571A1 (fr) * 1999-08-04 2001-02-15 Vodafone Ag Systeme de peage pour le prelevement central de taxes dues par des vehicules utilisant un reseau routier a peage
WO2001099053A2 (fr) * 2000-06-19 2001-12-27 Emt As Procede et systeme d'organisation de services de parking payant
WO2002015130A1 (fr) * 2000-07-20 2002-02-21 Rolf Rising Systeme de debit et de reglement de droits de stationnement
WO2002084612A1 (fr) * 2001-04-10 2002-10-24 Telefonaktiebolaget Lm Ericsson (Publ) Systeme permettant de determiner les taxes de peage en fonction de la distance parcourue
WO2004025573A1 (fr) * 2002-09-12 2004-03-25 Siemens Ag Österreich Procede permettant de determiner si au moins un tronçon de route soumis a peage est emprunte
WO2005091229A1 (fr) * 2004-03-18 2005-09-29 T-Mobile International Ag & Co. Kg Systeme de peage electronique pour voies de circulation et procede pour faire fonctionner ce dernier
EP1852832A3 (fr) * 2003-05-07 2008-01-23 Flex Toll AB Procédé pour fournir un système de péage avec informations de positions à partir d'une unité mobile
US7324017B2 (en) 2002-09-12 2008-01-29 Siemens Ag Osterreich Method for identifying a toll-required section of road
WO2013190566A3 (fr) * 2012-06-22 2014-02-13 Goel Sunil Suivi de péage centralisé, paiement et système de contrôle utilisant des dispositifs à capacité de géolocalisation
CN109949574A (zh) * 2018-05-18 2019-06-28 中山大学 一种数据驱动的城市路网交通小区多级划分方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995022131A1 (fr) * 1994-02-15 1995-08-17 Network Technology Limited Commande interactive d'equipements eloignes
WO1995025410A1 (fr) * 1994-03-16 1995-09-21 Detemobil Deutsche Telekom Mobilnet Gmbh Procede de localisation de stations mobiles
WO1996001531A2 (fr) * 1994-03-09 1996-01-18 Karbasi, Amir, Kiumars Systeme de positionnement cellulaire
GB2295476A (en) * 1994-11-22 1996-05-29 Aztech Systems Limited GPS electronic road pricing system
WO1996030884A1 (fr) * 1995-03-30 1996-10-03 Willy Palle Pedersen Communication de signaux de position provenant d'unites mobiles
WO1996034366A1 (fr) * 1995-04-27 1996-10-31 Telecom Finland Oy Systeme de paiement de stationnement
WO1996036018A1 (fr) * 1995-05-09 1996-11-14 Highwaymaster Communications, Inc. Procede et dispositif de taxation de vehicule

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995022131A1 (fr) * 1994-02-15 1995-08-17 Network Technology Limited Commande interactive d'equipements eloignes
WO1996001531A2 (fr) * 1994-03-09 1996-01-18 Karbasi, Amir, Kiumars Systeme de positionnement cellulaire
WO1995025410A1 (fr) * 1994-03-16 1995-09-21 Detemobil Deutsche Telekom Mobilnet Gmbh Procede de localisation de stations mobiles
GB2295476A (en) * 1994-11-22 1996-05-29 Aztech Systems Limited GPS electronic road pricing system
WO1996030884A1 (fr) * 1995-03-30 1996-10-03 Willy Palle Pedersen Communication de signaux de position provenant d'unites mobiles
WO1996034366A1 (fr) * 1995-04-27 1996-10-31 Telecom Finland Oy Systeme de paiement de stationnement
WO1996036018A1 (fr) * 1995-05-09 1996-11-14 Highwaymaster Communications, Inc. Procede et dispositif de taxation de vehicule

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001011571A1 (fr) * 1999-08-04 2001-02-15 Vodafone Ag Systeme de peage pour le prelevement central de taxes dues par des vehicules utilisant un reseau routier a peage
WO2001099053A2 (fr) * 2000-06-19 2001-12-27 Emt As Procede et systeme d'organisation de services de parking payant
WO2001099053A3 (fr) * 2000-06-19 2002-09-12 Emt As Procede et systeme d'organisation de services de parking payant
WO2002015130A1 (fr) * 2000-07-20 2002-02-21 Rolf Rising Systeme de debit et de reglement de droits de stationnement
WO2002084612A1 (fr) * 2001-04-10 2002-10-24 Telefonaktiebolaget Lm Ericsson (Publ) Systeme permettant de determiner les taxes de peage en fonction de la distance parcourue
US7324017B2 (en) 2002-09-12 2008-01-29 Siemens Ag Osterreich Method for identifying a toll-required section of road
HRP20050234B1 (en) * 2002-09-12 2012-01-31 Siemens AG �sterreich Method for determining whether at least one toll-required section of road is being traveled upon
AU2003297567C1 (en) * 2002-09-12 2010-01-21 Siemens Ag Osterreich Method for determining whether at least one toll-required section of road is being traveled upon
WO2004025573A1 (fr) * 2002-09-12 2004-03-25 Siemens Ag Österreich Procede permettant de determiner si au moins un tronçon de route soumis a peage est emprunte
AU2003297567B2 (en) * 2002-09-12 2009-07-30 Siemens Ag Osterreich Method for determining whether at least one toll-required section of road is being traveled upon
CN100412909C (zh) * 2002-09-12 2008-08-20 奥地利西门子股份公司 判定所行驶的至少一个路段是否收费的方法
US7532976B2 (en) 2002-09-12 2009-05-12 Siemens Ag Osterreich Method of determining the use of at least one toll road section
EP1623387B1 (fr) * 2003-05-07 2008-07-16 Flex Toll AB Procede pour fournir a un systeme des informations de position provenant d'une unite mobile
EP1852832A3 (fr) * 2003-05-07 2008-01-23 Flex Toll AB Procédé pour fournir un système de péage avec informations de positions à partir d'une unité mobile
US7835753B2 (en) 2004-03-18 2010-11-16 T-Mobile International Ag & Co Kg Electronic toll system for traffic routes, and method for the operation thereof
WO2005091229A1 (fr) * 2004-03-18 2005-09-29 T-Mobile International Ag & Co. Kg Systeme de peage electronique pour voies de circulation et procede pour faire fonctionner ce dernier
WO2013190566A3 (fr) * 2012-06-22 2014-02-13 Goel Sunil Suivi de péage centralisé, paiement et système de contrôle utilisant des dispositifs à capacité de géolocalisation
CN109949574A (zh) * 2018-05-18 2019-06-28 中山大学 一种数据驱动的城市路网交通小区多级划分方法
CN109949574B (zh) * 2018-05-18 2021-09-28 中山大学 一种数据驱动的城市路网交通小区多级划分方法

Also Published As

Publication number Publication date
SE507240C2 (sv) 1998-04-27
SE9700408D0 (sv) 1997-02-04
SE9700408L (sv) 1998-04-27
AU6009498A (en) 1998-08-25

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