DE4419187A1 - Toll duty determination method in closed system for roads - Google Patents

Abstract

The toll duty system method involves providing an exit point with a slip road having a pair of guide barriers (51, 52) and posts (61, 62) on top of which are mounted receiver/transmitter units (81, 82). A similar arrangement is provided for the entry slip road section of the system. Inset into the road surface is an inductive loop. Upon entering the road system a transmitter units simultaneously output a data telegram that is logged by a fixed control station. When leaving the vehicle is identified and the tariff charge registered.

Description

The invention relates to a method for collecting tolls in a closed System according to which the toll for vehicles with a fee Drive the way, automatically, counterfeit-proof and anonymously collected can be.

A closed system generally includes the entrances and exits a toll road toll facilities. With manual systems the driver when driving up the toll road a ticket depending on the type of vehicle. Before leaving the chargeable The driver pays the required amount depending on his ticket Fee. The main disadvantage of the manual procedure is besides the high personnel costs, especially in the heavy traffic disruption seen through the ticket exchange. To ensure a Acceptable traffic flow will be lane number extensions in the toll stations set up. In many cases, these extensions can cannot be built up.

In the patent DE 38 33 716 is a street toll collector described for toll roads. This machine is used for detection of data and implements the fee collection process for everyone Vehicle. For collecting fees after or during use Personal data is registered on the toll road by each user. As a result, data protection without extensive Security measures are not guaranteed, and secondly with high traffic density, the computing power required for a short time reasonable effort is not available.

Methods and arrangements based on the principle are also known of an "open system". The hallmark of such "open systems" is the toll collection between the ascent and descent of a chargeable person Way. Examples of this are the documents DE 42 35 231.2 and DE 41 07 803. B. highways require automatic "open systems" due to the multi-lane Expansion of the carriageway a variety of transmitting and receiving systems, to avoid shadow areas over the road must be attached. Another disadvantage is that also thanks to the multi-lane expansion for checking the toll collection carried out a variety of location sensors and control systems essential  are. In addition, the systems listed above have Toll surveys with high permissible vehicle speeds Disadvantage of an incorrect execution of the toll collection or the Disadvantage of a wide area of communication, the one considerable increase in expenses related to the toll collection and its Control causes or traffic restrictions such. B. No overtaking makes necessary.

The invention specified in claim 1 is based on the object a toll is complete, secure, anonymous and automatically without restrictions regarding the flow of traffic and the recording of all vehicles few transmitters and receivers.

According to the invention the task is essentially through the features of the main claim solved. The sub-claims describe advantageous Embodiments of the invention.

An embodiment of the invention is shown in the drawings and is described in more detail below.

It shows

Fig. 1 is a ramp of a toll road,

Fig. 2 shows an embodiment of an exit of a toll road.

In Fig. 1, 2 and 3, a lane of a highway 2 are shown as toll roads. Fig. 1 a ramp 11, guard rails (51, 52), the beacon (61, 62), driveway associated roadside transmitter means (71, 72) and motor vehicles 3 is i with i = 1, 2, 3. Each vehicle includes a vehicle-side device 4 i assigned.

The roadside transmitters ( 71, 72 ) are either mounted on the beacons or integrated in the beacons. They consist of the components (not shown) of the transmission sensors and at least one control controller.

In FIG. 2, one of the embodiments of an exit 13 of the motorway 2 , in addition to the vehicle 31 with the vehicle 41 , the crash barriers ( 51, 52 ) and the beacons ( 61, 62 ), an inductive loop 9 , two roadside transmitters Receiving devices ( 81, 82 ) and a device 21 on the street for checking the receipt of the device on the vehicle. The inductive loop 9 is used to check the presence of vehicles with missing news programs and to determine the vehicle class.

The roadside device 21 is a mobile device in FIG. 2. However, it can also be contained in the street-side transceivers ( 81, 82 ). The street-side transceivers ( 81, 82 ), like the street-side transmitters ( 71, 72 ) of the driveway 11 , are mounted on the bars ( 61, 62 ) or integrated into them. They essentially consist of the components (not shown) of transmission and reception sensors and at least one control controller. The control controllers not shown in FIGS . 1 and 2 can be integrated as concentrators in a non-illustrated BAB network. A traffic control computer (not shown) of the BAB network, which is the higher-level facility for the roadside facilities, can thus vary the time-based, location-based and exit-assigned messages. The messages sent by the driveway-side transmission devices ( 71, 72 ) and the transmission-reception devices ( 81, 82 ) assigned to the exit location are e.g. B. emitted with a distance-modulated data telegram. The direction of radiation is inclined, opposite to the direction of travel, the main beam enclosing a predetermined angle with respect to the roadway normal. The messages received by the transceivers assigned to the exit location are also distance-modulated with respect to the transmitted data telegrams. The reception and emission characteristics of the transceivers ( 81, 82 ) are designed so that only one vehicle is in their transceiver area. The inductive loop 9 is also arranged in this transmit / receive area. At the point of the inductive loop z. B. acoustic or optoelectronic sensors can be used, with a one-way light barrier representing the simplest form of an optoelectronic sensor.

The roadside transmitters ( 71, 72 ) simultaneously and continuously send out a location-related message in the form of a distance-modulated data telegram. According to the invention, this message contains at least one driveway code valid for a time range, which is composed of a fixed country code (Ldk), a fixed toll code (Msk) and a code number sequence (Knf _st ). Furthermore, the sequence of identification numbers consists of the sum identification number (Sk _st ) and some validity check _numbers (Gk _stj ). The index s generally identifies the entrance and exit of the Autobahn 2 , t the time domain index and j the position of the validation number in the sequence of identification numbers. In addition to the driveway code, which is different for each driveway of a toll route and can be varied by the roadside facilities, the time and driveway-related message can include the date, the time and other traffic-related information. In order to simplify the procedure, the entry and exit indicators at one location on Autobahn 2 are identical. Examples of the time and location-related messages of three successive exits and exits of Autobahn 2 are:

for the driveway 11 shown in FIG. 1

for the undrawn entrance and exit 12

for the exit 13 shown in FIG. 2

For the first time range t = 1, the sequence of identification numbers of the reference point chosen for the example, driveway 11 , is given with Knf₁₁₁ = 0050 030 020, the sum code number Sk _{st of} the reference point with s = 11 and t = 1 being derived from the formula

with jmax = 2 results. The identification number sequences Sk _{pt of} the other entrances and exits with p = 12, 13 for t = 1 are calculated according to the equation

with jmax = 2, reference point index s = 11, where Ab _sp corresponds to the kilometer distance of the ascent and exit p to the selected reference point s. In the selected example, the kilometers between Ab₁₁₁₂ = 4 km and Ab₁₁₁₃ = 15 km.

According to the invention, the sum identification numbers of each subsequent one are calculated Time range (t <1) from the formula

Sk _{q (t + 1)} = Sk _qt -Gk _qt1 + Gk _qtjmax

with q = 11, 12, 13 and jmax = 2, where

Gk _{q (t + 1) j} = Gk _{qt (j + 1)}

and Gk _{qtjmax is} any new validity number.

According to the invention, several exit codes are valid at every point in time on the motorway 2 exit. The number of valid previous exit key figures (AgA) is predetermined and flexible, with the currently valid exit key figure serving as a reference.

According to the invention, at least the z. B. at the time of t = 2 driveway applicable driveway Knf₁₁₂ code in the vehicle-mounted device 43 of the ramp 11 passing vehicle 33 cached. After the storage, the vehicle-side device 43 goes into the idle state when there is no received transmission power.

The number of valid exit codes AgA is e.g. B. specified with 2. Since the entry and exit codes were chosen identically, the exit codes Knf₁₂₁, Knf₁₂₂ and in exit 13 the exit codes Knf₁₃₁, Knf₁₃₂ are valid at the time of entry of the vehicle 33 in the exit 12 .

When the vehicle 33 leaves the exit 13 at the time t = 4, the vehicle-side device 43 receives the time-related and exit-location-related message 001 010 0060 002 043 02 01 98 1113 XXXY sent by the street-side transceivers ( 81, 82 ). When this message is received, the on-board device leaves the idle state.

If the charge is calculated in the street-side facility, the size Y assumes a defined state before the first shipment of the vehicle-side facility. After receiving the first message sent by the vehicle-side device, which contains at least the buffered driveway code 001 010 0099 020 079, the control controller (not shown) of the roadside transceiver ( 81, 82 ) checks the validity of the driveway code and, analogously to claim 9 calculates the amount of the fee to be paid depending on the mileage, traffic volume, vehicle class and optionally the emissivity.

If the driveway code is valid, the roadside transceivers ( 81, 82 ) initiate the charging in the vehicle-side facility with the second transmission message 001 010 0060 002 043 02 01 98 1113 XXXY *, XXX including the amount of the fee and Y * the inverse state to Y represents.

If the driveway code is invalid, e.g. B. 001 010 0050 030 020 becomes a signal formed that to trigger the registration of the non-paying or false payer can be used.

While the tax controller of the roadside devices ( 81, 82 ) determines the amount of the fee, the vehicle-side device for quitting the fee collection in accordance with claims 9 and 10 determines the exit code 001 010 0114 020 079 and the number applicable for the time of the ascent (t = 2) for the time of the exit (t = 4) applicable driveway code 001 010 0045 002 043.

If the charge is calculated in the vehicle-side facility, the time-related and exit-assigned message 001 010 0060 002 043 02 01 98 1113 XXXY in sizes XXX is used to transmit a fee difference size, a size to identify the traffic volume and a size to characterize the emissivity. Upon receipt of this message in the vehicle-side device, the vehicle-side device checks the validity of the temporarily stored access number, calculated from the entry and exit numbers available at times (t = 2) and (t = 4) by forming the difference between them Sum numbers Sk _11t and Sk _13t the kilometers driven. Depending on the kilometers determined, the size of the difference in fees, the size for identifying the volume of traffic and the size for characterizing the emissivity, the vehicle-side device deletes payment units.

Regardless of where the charge is calculated, the vehicle-side device confirms after the charge has been collected by sending the entry and exit key figures determined and stored for the times of entry and exit, as well as an additional size to identify missing payment units. The roadside device 21 receives the receipt and uses it.

Upon leaving the street-side transceiver area, which is always loaded with a shipment by the street-side transceiver ( 81, 82 ), the vehicle-side device returns to the idle state due to the lack of transmission power from the street-side transceiver ( 81, 82 ).

The advantages achieved by the invention are that at a toll collection point instead of a multitude of sending and receiving devices only a few for toll collection and attendance recording few are needed. One is on extensive computing power not relying on this procedure. The use of known sensors such as e.g. B. inductive loops for seamless detection of vehicles The invention. Further advantages of the invention are that even with knowledge of the communication game of the entire survey process a survey can be carried out safely, and the Anonymity of every road user is guaranteed at all times.

Claims (20)

1.Procedure for collecting tolls in a closed system, which includes roadside transmitters and receivers at the entrances and exits of a toll road, has a vehicle-side device for canceling payment units, the amount of cancellation of payment units depending on the type and / or the emission class of the vehicle and / or the traffic volume is carried out, characterized in that
that at least one time-related and location-specific message containing at least one driveway code is sent to the vehicle-side device when driving up the toll road;
that at least the driveway code is temporarily stored in every vehicle-side device passing the driveway area,
that a given number of exit codes from previous time ranges are valid at every point in time of each exit of the route subject to tolls, in addition to an exit code applicable to the current time range, the currently valid exit code being part of a time-related and exit-assigned message,
that the validity of the driveway code temporarily stored on the way up the toll road by determining an exit code for the time of the ascent from the temporarily stored driveway code and the currently valid exit code and examining it for equality with one of the exit codes still valid at the current time range in the exit of the toll road is checked
that a route-related message is formed from the exit and driveway key figures available at the same time and this causes the deletion of payment units of the vehicle-side device. 2. The method according to claim 1, characterized in that the validity the one temporarily stored on the way to the toll road Driveway code by determining a driveway code for the Time of exit from the cached driveway code and currently valid exit code and its examination for equality  with the current driveway code for the respective driveway is additionally checked. 3. The method according to claim 1, characterized in that the number of exit key figures still valid for an exit regarding the exit code valid for the current time range is not always the same. 4. The method according to claim 1, characterized in that the current Time range of a valid exit code is variable. 5. The method according to claim 1, characterized in that the up and Exit indicators are made up of a fixed country code, a fixed one Combine toll route identification and an adjustable identification number sequence. 6. The method according to the above claims, characterized in that the entry and exit key figures of a toll route on same place of the toll route are identical. 7. The method according to the above claims, characterized in
that for a first time range the sequence of identification numbers of an ascent and exit of the route that is selected as a reference point contains a sum identification number and validity numbers, the sum identification number being the sum of the validity numbers,
that for the same first time range, the sequence of identification numbers of every other entry and exit of the toll route is made up of the validity numbers of the entry and exit selected as the reference point and a sum identification number that is the sum of the sum identification number of the entry and exit selected as the reference point and the Distance of the respective ascent and exit to the chosen reference point of the toll route corresponds to
that for each subsequent time range, and for every ascent and exit, the same existing validation number is deleted from the validity numbers of the identification number sequence of the previous time range and a new arbitrary validity number is added, and the sum code number of the identification number sequence of each ascent and exit is the sum of all the sum ID number of the ID number sequence of the previous time range of the respective entry and exit and the difference between the added and deleted validation number. 8. The method according to claim 7, characterized in that the reference point is varied. 9. The method according to claims 1, 3 to 7, characterized in that the investigation carried out when leaving the toll road the exit code applicable at the time of the ascent by transfer the fixed country and toll route identifier from the at the time the exit currently applicable exit code analogous to your job position is carried out as the validity check numbers of their code number sequence Validity check numbers of the sequence of identification numbers of the cached Driveway code used and their total code number of the code number sequence derived from the difference between the sum of the at the time the exit of the currently valid total number and all validity check numbers the cached driveway code that is not in the currently applicable exit code are included, and the sum of all Validation numbers that are not cached as validation numbers Driveway code are included. 10. The method according to claims 1 to 7, characterized in that the determination of the route carried out when leaving the toll road the driveway code applicable at the time of departure by transfer the fixed country and toll route identifier from the buffered Driveway code is analogous to their parking space, as validity check numbers of their ID number sequence the validity check numbers of the ID number sequence of the exit code currently valid at the time of the exit dials and the sum ID numbers of their ID number sequence from the sum of the validation numbers at the time of departure currently valid exit code, which are not validation numbers the cached driveway code and the difference between the sum code number and the validity number of the cached driveway code that is not validation numbers the currently valid exit code are formed.   11. The method according to claim 1, characterized in that the the exit and driveway indicators available at the same time route-related message formed between the entrance and exit covered mileage, which is the difference between the sum numbers the entry and exit indicators are determined. 12. The method according to claim 1, characterized in that the time and location-related message and the time-related and exit-assigned Message from a higher-level institution related to time is specified. 13. The method according to the above claims, characterized in that an exit-assigned street-side device the validity of the temporarily stored The driveway code checks the route-related message determined and sends to the vehicle-side device, depending the route-related message the deletion of payment units makes. 14. The method according to claims 1 to 12, characterized in that each vehicle-side device the validity of the temporarily stored Checks driveway code, determines the route-related message and depending on the deletion of payment units. 15. The method according to claim 14, characterized in that each vehicle side Setup as a receipt for the survey process at least the buffered driveway code, the currently valid exit code, the exit code determined at the time of the ascent and sends the ascent code determined for the time of the ascent. 16. The method according to the above claims, characterized in that the send message of the exit-associated roadside facility in addition to the time-related, exit-assigned message, a message to characterize traffic and / or a message to identify the emission weather situation and the vehicle side Setup depending on the content of the send message  the amount of the toll to be paid and the cancellation of payment units makes. 17. The method according to the above claims, characterized in that the vehicle-side device in the absence of reception power in goes into an idle state. 18. The method according to the above claims, characterized in that the vehicle-side device with the receipt of a message to the idle Condition leaves. 19. The method according to claims 1 to 12, characterized in that when leaving the toll road, the first in the exit area sent message the time-related and exit location assigned The news is, a street side located in the exit area Receiving device the message of the vehicle device receives, checks the validity of the driveway code and the amount of the toll determined and a message following the first message sent contains the amount of the toll to be paid. 20. The method according to the above claims, characterized in that when leaving the toll road, one located in the exit area roadside device the receipt of the vehicle-side device controlled.