DE4446662A1 - Transmitter for automatic toll collection and authorised access monitoring system - Google Patents

Abstract

The electronic toll system is provided at a toll road (R) which is shown with two vehicles (1A,1B). The first vehicle (1A) has equipment (10A) for dealing with the toll, while the second vehicle (1B) has an electronic vignette (20) giving the right to travel on the road. On the middle strip of the road at certain points there are toll transmitters and lights (30), with computers (50) in a central station, and by the side of the road monitoring units (40), with video unit (45) for controlling the right of way.

Description

The invention relates to a transmitter unit in the upper Concept of claim 1 specified Art.

Electronic fee collection systems Use of traffic areas are, especially in the  Use as an electronic toll and parking fee system me, in recent years in different versions known.

In DE 43 07 214 A1 - in different configurations tion - described system is a fully electronic Fee collection proposed. This can be done with the help of a Billing pulses from the vehicle to roadside Ge chip card issuing charging stations can be realized, whose counts are debited from within or outside outside the system, but everyone from the system if available, open an account.

A key disadvantage of this system is that necessarily information related to the route transmitted to the outside of the vehicle and there are processed. This leads to data protection problems me who have difficulties in realizing a sol system. In addition, are already in the minimum con figuration Telephone connections from all charging stations required to the account-maintaining office, what with erhebli Chen production costs. Finally includes the system has no effective control components.

DE 43 10 099 A1 describes a usage billing system for Traffic areas known as the main functional blocks a (not internal to the system, as existing in the publication the required) navigation or radio direction finding system in-vehicle position detection system, also in-vehicle accounting system and a mobile memory ch Medium are provided as a billing data carrier.  

It is intended to control a correct user the vehicles behave additionally with a suitable transmission means to equip and their signals to the roadside grasp and then evaluate whether a correct fee Storage or debiting took place.

This system requires high on-board equipment wall and set - because a navigation system is functionally essential is - basically also very high infrastructure costs at least ahead. It is also only significant Organizational effort for users for whom the vehicle side effort is not reasonable (foreigner, infrequent rer) to make fit. Its practical implementation thus appears to be hardly enforceable.

A very similar system - with the same disadvantages - is also described in DE 43 04 838 A1.

In DE 43 10 579 A1 and DE 43 10 580 A1 is an automati cal fee registration system with associated, but rela tiv independent control system described as Main functional units an from the outside via infrared light or microwave radiation responsive vehicle device Processor card, street-side validation transmitter stations and special control devices. The data ver turn between the roadside components and a Vehicle takes place here in so-called communication area chen, the transmission radiation directed by the directional lobes the roadside components are formed.

This principle leads to problems in the implementation of the Fee collection in very heavy vehicle traffic and in  Traffic jams. Functionally essential technical characteristics of the Kon trolling process and the control transmitter are in print also left open.

EP 0 425 961 A2 describes an integrated fee collection and traffic information system proposed, the Main components in turn a vehicle device with insertable rer (personal card in this system) and are a roadside communication unit. Latter not only performs in a first mode of operation of the court communication with a vehicle from its chip card, but transmitted in one second (broadcast) operating mode also traffic and if necessary. other information to all vehicles in the transmission area.

The first, function-critical mode of operation includes this system is a complex, multi-step communication tion and processing procedure, in the course of which know drawing data of each passing vehicle street tig be recorded and which also the presence trained access areas to the respective ver kehrsraum, i.e. high infrastructure costs, ahead puts. Traffic information mode details not communicated in the publication.

The invention has for its object a broadcast to provide unit of the type mentioned with the constructively simple, cost-saving and flexible Assign various functions within a system Realization of a usage-based fee collection for the use of traffic areas - especially Autobah  roads, parking areas or car parks, bridges, tunnels Cargo handling areas and downtown areas, but about also from waterways - or to control the user authorization can be realized.

This task is carried out by a transmitter unit with the characteristics len of claim 1 solved.

The invention includes the idea that in a Sy stem of the specified type require roadside radio tion units in a modular structure, starting from a basic mechanical and electrical configuration realize that no significant construction work for the Equipping the traffic areas with the functional units required.

It further includes the thought as the basic element of the mechanical structure to provide a mast that with means of a foot self-standing or with a (already existing) guardrail construction connected can be, and this one universally applicable as well Supplementary minimal power supply configuration assign.  

Advantageous developments of the invention are in the Un claims marked or become below together with the description of preferred versions of the Invention illustrated with reference to the figures. Show it:

Fig. 1A is a schematic illustration of an execution form of an electronic toll system, in which the OF INVENTION realized dung,

Fig. 1B is a schematic representation of an execution of an arrangement for the handling of loads in which the invention is implemented,

Fig. 1C is a schematic representation of an execution form of an electronic parking system in which is implemented OF INVENTION dung,

Fig. 2 is a block diagram of an embodiment of a vehicle unit for use in an electronic toll collection system, parking system, Ladungsverteilsystem etc.,

FIGS. 3 and 4 Exterior (lung in perspective depicting) of the vehicle device according to Fig. 2,

Fig. 5 is a schematic representation of an example of the arrangement of a vehicle device according to Fig. 2 to 4 inside a passenger car

Fig. 6 is a block diagram of another embodiment of a vehicle device,

Fig. 7 is a block diagram of another embodiment of an additional opportunities for traffic informa tion processing device equipped vehicle,

Fig. 8 is a block diagram of an embodiment of an electronic vignette vehicle for use in an elec tronic toll collection system, parking system, Ladungsverteilsystem etc.,

Fig. 9 is an external view of a sticker according to Fig. 8,

Fig. 10 is a block diagram of another form of execution of an electronic vignette vehicle,

FIGS. 11 and 12 exterior views of a sticker of FIG. 10,

Fig. 13 is a schematic diagram for explaining the function of an embodiment of an electronic vignette dung La,

Fig. 14 is a perspective schematic view of the On affixing of a embodiment of an electronic vignette La dung for sealing a cargo vessel,

Fig. 15 is a diagram of the main functional blocks of a control unit for use in an electronic toll collection system, parking system, Ladungsverteilsystem etc.,

Fig. 16 is a block diagram of an embodiment of the power supply and the actual control unit of a control unit according to Fig. 15,

FIG. 17A and 17B are respectively an external view of a groove formed as a control unit in two Kontrollbake difference union constructive versions,

Fig. 18 is a block diagram of a control device in egg ner further embodiment,

Fig. 19 is a representation of a Kontrollbake of FIG. 17 along with a vehicle to be controlled in an embodiment of the video system,

Fig. 20 is a block diagram of an embodiment of the Vi deosystems a control unit according to FIGS. 15 and 19,

FIG. 21 shows a control beacon according to FIG. 17 together with a vehicle to be checked in a further embodiment of the video system, FIG.

Fig. 22 is a block diagram of an embodiment of the Vi deosystems a control unit according to FIGS. 15 and 21,

Fig. 23 is a block diagram of an embodiment of a charge signal transmitter for use in an electronic toll collection system, parking system, Ladungsverteilsystem etc.,

Fig. 24 is an external view of a full as Gebührenbake formed charge signal transmitter,

Fig. 25 is a block diagram of another form of execution of a charge signal transmitter may additionally transmit traffic relevant information,

Fig. 26 is an example of the structure of a rensignalsender from a remote GebüH charges telegram,

Fig. 27 is another example of a charge telegram,

Fig. 28 shows an example of the structure of a response device from a driving device during a control process and

Fig. 29 shows an example of the structure of a vehicle vignette from a vehicle during a control response reply telegram.

Fig. 1A shows a schematic, not to scale, representation of an embodiment of an electronic toll system in which the invention is implemented.

On a toll road R (such as a freeway lane) there are two vehicles 1 A and 1 B in normal travel. The vehicle 1 A is equipped with a vehicle device 10 for electronic toll booking, and the vehicle 1 B carries with it an electronic vignette 20 , with the acquisition of which the authorization to drive on the toll road R was acquired.

On a median, fee signal transmitters or fee beacons are permanently installed at predetermined points, the two fee beacons 30 A and 30 B drawn with solid lines in the figure - as explained in more detail below - forming a toll station. All fee beacons are connected to a fee central computer 50 of the toll system. The fee beacons 30.1 and 30.2 radiate a directional signal S30.1 and S30.2 permanently.

A mobile control unit or control beacon 40 with the actual control device and a video unit 45 associated therewith is placed on the right-hand verge of road R to control the user authorization of the vehicles traveling on road R and to register vehicles that do not have user authorization Control or query signal S40 det. The control beacon 40 is connected to a control central computer 60 of the toll system. A data connection can also exist between the charge central computer 50 and the control central computer 60 , as shown in the figure.

The interaction of the system components in the embodiment shown is basically as follows:
The toll system is configured such that the use of the toll road R can be carried out by vehicles equipped with a system-compliant, ready-to-use vehicle device 10 for use-dependent toll collection as well as by vehicles that are equipped with a valid vehicle vignette 20 for flat-rate toll collection. In both cases, the vehicle has valid user authorization.

This is queried by the control unit 40 from the vehicles passing it 1 A and - later, not shown in the figure - 1B by sending out the control signal S40 when a vehicle approaches (or else permanently). If the vehicle device 10 - or the vignette, which is not shown in FIG. 1A, however - is authorized, this is answered with a response signal S10 having predetermined features. The response signal is received by the control beacon 40 and evaluated for the presence of the validity features. At least valid response signals are not stored or transmitted in any way.

Simultaneously with the control query or only after its evaluation, the vehicle is recorded with the video camera 45 , the recording either only being undertaken or being evaluated and / or stored only if the vehicle has not set a valid response signal. (A recording that may have been made at the same time as the transmission of the control signal is accordingly deleted on the spot as soon as a valid response signal is available.) Stored and / or evaluated recordings of those vehicles which drive on the street R without issuing a valid response signal have, are transmitted to the control central computer 60 , where, if necessary, certain verifications or other processing operations can still be carried out and the transmitted recordings are permanently stored for preservation of evidence.

The vehicle vignette 20 can be purchased for a flat fee and signals a - depending on the specific fee structure of the toll system, vehicle-specific or vehicle-specific and generally limited in time - use authorization without a usage-dependent toll collection.

The vehicle device 10, however, has - as will be described in more detail below - a reloadable Ge fee memory, from which predetermined amounts of fees are debited when passing the toll stations, and an event memory in which each debit made is registered. For this purpose, a debit-effective signal (formed in the figure by the signals S30A and S30B) is generated by the toll station (together with the charge signal transmitters 30 A and 30 B in the figure) and is sent permanently undirected, ie transmitted to all passing vehicles. If the vehicle has a vehicle device, this triggers the debiting process as a partial cancellation of the internal fee memory, which - if it has been done correctly - is also registered. In this way, a usage-dependent toll collection is carried out with only vehicle-internal registration - without any registration of vehicle and / or route data outside the vehicle.

To simplify the construction of the vehicle devices and the Fee and control beacons are transmitted by Control and fee signals with essentially identi transmission parameters, for example in the UHF range.

The current fee amount can be set unspecifically via a VHF connection of the central computer 50 with the fee beacon (symbolized by the transmitting antenna in FIG. 1A) or via the telephone connections T by the fee central processor 50 . Information relevant to traffic or the environment (local traffic density and / or pollution, etc.) recorded via the fee beacon and forwarded via the telephone connection T can also be taken into account when determining the toll amounts online. The determination and transmission of this data can of course also be of value for statistical surveys.

In an advantageous embodiment of the system, a Broadcasting of the applicable fee schedule and optionally further traffic information via FM, for example under Nut tion of the RDS system, and / or an additional use of the Ge Beacons are provided as traffic information points.  

On receipt of a radiation emitted by the Kontrollbake 40 control signal S40 a last occurred debit signal characterizing as a response signal is generated, which thus expresses whether the device 10 tion at the last Mautsta worked currently conform to the system before the mobile control center or not. Only if this is not the case - be it due to a shutdown, unloaded charge memory, etc. - will the vehicle - as explained above - be registered at the control point and reported on.

It goes without saying that vehicles which do not emit a response signal at all because they have neither a ready-to-use vehicle device nor a functional vignette are registered at the control beacon 40 in any case.

The further processing recorded by the control bodies vehicle data is primarily determined by the legal and operational organizational operating conditions of the Mautsy stems determined and is not the subject of the invention. Technically, it is possible, for example, through the Control central computer automatically notices to one Post-collection of charges or telegrams at the border crossing places or similar to create the receipt of subsequently collected Monitor fees and / or certain sanctions dissolve etc.

The rechargeable charge memory of the vehicle device 10 - which, moreover, like all other system components, is described in more detail below - is as a removable memory or chip card, the devices connected to the toll system, such as at suitable machines, at petrol stations, kiosks etc., can be reloaded, or alternatively also designed as a permanently installed memory that is loaded from outside the vehicle via a reloading transmitter belonging to the system.

Conversely, in one configuration of the system, egg ne cancellation of a charge value memory in a drive tool by sending a corresponding Löschsi gnals to one stolen from a control unit Vehicle identified vehicle - for example after a thief steel - done.

The control units of the system are responsible for this Central control computer each the characteristic data (in particular license plate) as stolen vehicles transmit, and the control units are off for this design so that with every inspection (regardless of the receipt of a valid response signal the vehicle) first determine the number plate of the pas vehicle and a comparison with registered License plate is executed. Will in this comparison Identity is determined, the delete signal - for example as a debit signal with a high fee value - out sends. There is no identity with a registered Indicator, is - if a valid response signal emp was caught - the registered license plate was deleted again.

This design of the system naturally also offers the Possibility of checking the current opening via the control beacon network location of stolen vehicles to determine what is special  to combat carjacking - with the immobilizer generally cannot take effect because they are used for Are not sharpened when the vehicle is stolen - is of considerable importance. For this configuration is an on-line data connection of all used Kon troll beacons to the control central computer practically unch mandatory.

Fig. 1B shows a schematic representation of an embodiment of an arrangement for handling Ladun gene (especially a landfill) in which the invention is implemented.

At the entrance to a landfill WD, a first control unit 40.1 connected to a first weighing device 48.1 is set up, which in turn is connected to a landfill computer 70 . On the site of the landfill, the access road R branches into three operating roads R1 to R3, each of which is provided with a barrier B1 to B3. The barriers are connected to the computer 70 via control lines. Various unloading sites are located in the grounds, of which the site S2 is shown as an example in the figure. There is a registration unit 30.1 / 40.2 (“stamp beacon”) connected to the computer 70 , as at each unloading site. At the exit of the WD landfill, the operating roads R1 to R3 merge again into the public road R. At the exit, a charge debiting and second control unit 30.2 / 40.3 is placed, to which a second weighing device 48.1 is assigned. The unit 30.2 / 40.3 is also connected to the landfill computer 70 .

On the access road R in front of the entrance is a (solid line) garbage truck 1 C, which is equipped with a vehicle device (OBU) 10 and on whose load W is an electronic vignette 20 with which the type of garbage loaded (e.g. after household waste, building rubble, special waste etc.). The vehicle device corresponds in function to the device mentioned above with reference to FIG. 1A; the identifier of the vehicle operator is also stored therein.

The control unit 40.1 is constructed as a control device similar to the control unit 40 mentioned above and described in detail below, but with two reception channels. Thus, an interrogation signal is addressed to the vehicle 1 C, and are separated detects the response signals of the OBU 10 and the sticker 20 and evaluated. The result of the evaluation, in which the operator, the axle load of the vehicle on arrival and the type of garbage have been determined, is stored in the central computer 70 and a control signal is output to one of the barriers, in the figure the barrier B2, which the vehicle Passage on road R2 to unloading point S2 enabled.

At the unloading point S2 (where the vehicle 1 C is again shown in dashed lines), the vehicle unloads the loaded garbage W, the "stamp beacon" 30.1 / 40.2 constructed as a charge signal transmitter 30 (described in more detail below) emitting a signal which the debiting unit of the OBU of the 1 C vehicle is ready and an entry is created in the event memory, with which the unloading of the garbage at the unloading point S2 (and not, for example, another place) can be verified.

After unloading, the vehicle drives to the dump site exit and passes the unit 30.2 / 40.3 and the second weighing device 48.2 , where its identity and its exit axle load are determined. Both are transmitted to the central computer 70 , where the weight of the dumped garbage is determined from the arrival and the exit axle load and additionally a landfill fee amount is determined from the type of garbage determined at the entrance and is transmitted to the unit 30.2 / 40.3 .

This unit, which worked in the process of determining the identity of the approaching vehicle like a control device, now acts as a charge signal transmitter and sends a debit signal to the vehicle, which is set in readiness by the unit 30.1 / 40.2 in the debit unit of the OBU a debit, the amount of which depends on the type of dumped waste and its quantity. If the credit amount in the fee value memory of the OBU is not sufficient, the remaining amount is automatically stored in a balance memory (“credit account”) of the operator, which is stored internally in the computer 70 . Such shortfalls may be debited later from the fee storage of another vehicle of the same operator; however, conventional accounting processes (outside the described system) are also possible.

A conventional industrial PC can act as the central computer be used with the required input and Output interfaces is provided.

The control units can (which in the figure with dashed smiled lines is symbolized) with video cameras and  Image processing units to be equipped to vehicles to capture and identify those over the described interaction of the system components Ord inconsistencies have been identified. (Details on this are described elsewhere.)

The system described above, especially the unit 30.1 / 40.2 , is one of numerous applications - which generally include the handling and distribution of loads or control systems - where the toll signal transmitter or toll station can also generate and transmit signals with which no charge debiting, but only an entry is made in the event memory.

The unit 30.2 / 40.3 is an example of a combined control and debiting unit that is modularly constructed from largely identical components, as it is deliberately not to be used in the toll system outlined above for data protection reasons, but which enables advantageous solutions for other fields of application.

The system according to FIG. 1B can be modified in many ways while maintaining its basic ideas. A practically important version is a control system for pick-up (for example, garbage collection) and delivery tours, which at specified points of a pick-up of the delivery route "stamped beacon" in the manner of the beacon 30.1 / 40.2 described above, and in which each one Truck is equipped with a vehicle device in which an attendance entry is made in the internal memory when the beacon location is approached.

After the tour has ended, the internal memory - the here, for example, as a memory card that can be removed from the device ("Stamp card") can be formed - read out and so for the operational evaluation the list of the approached Pickup or delivery locations are created.

The vehicle can also be used for special applications NEN sensor for a size with which Loading or unloading can be detected, such as a sens union force transducers (strain gauges or similar), one Contact on a load lock or similar

FIG. 1C shows in a further sketchy representation an embodiment of an electronic parking system that is subordinate to an electronic toll system according to FIG. 1A, in which the invention is implemented.

Shown are a toll road RX, on which two toll beacons 30 X.1, 30 X.2, which form a toll station and are connected to the toll calculator 60 X of a road toll system X, and from which an access road RY to a toll parking lot (or parking garage) ) P goes off. This belongs to a parking fee system Y from another operator and has a control beacon ("stamp beacon") 40 Y.1 with a first video unit 45 Y.1 at the entrance and a combined control and fee beacon 30 Y / 40 Y at the exit. 2 with a second video unit 45 Y.2, which are connected to a central computer 50/60 Y of the system. At the exit, there is a BY barrier and a combined 80 Y chip card and parking ticket machine, which are also connected to the 50/60 Y computer. An authorization memory 50/60 Y.1 is assigned to the computer 50/60 Y.

On the toll road RX there is a vehicle 1 D in normal driving, a second vehicle 1 E is already on the access road RY to parking space P, and a third vehicle 1 F is just leaving the parking space.

The vehicle 1 D is equipped with a vehicle device 10 for elec tronic toll and parking fee booking, the vehicle 1 E carries an electronic vignette 20 with its acquisition, the authorization to drive on the toll road R and at the same time to park in the parking space P is acquired and the vehicle 1 F carries neither an OBU nor a vignette.

The interaction of the system components is described in the illustrated embodiment with regard to the road toll system X as described above with reference to FIG. 1A, so that only the parking system Y and special features are described below, which result from the presence of two operators for the Components result.

First, the OBU 10 X / Y - as already made clear by the reference symbol - is multi-channel, i.e. it has a debit unit that accepts several chip cards or a multi-operator chip card with separate charge storage and depending on the specification of a received debit signal, one of each can make a debit. The vignette 20 X / Y is a vignette issued jointly by the operators of the systems X and Y.

When the vehicle 1 E (shown in the picture) enters the parking area P, the control signal of the beacon 40 Y.1 is sent to it and triggers a response there, which in turn is received and evaluated by the beacon. A vehicle identified by a valid answer can easily pass. When the vehicle 1 F entered, on the other hand, in the absence of a vignette or OBU, the vehicle had not given a response signal and was then recorded by the video unit 45 Y.1 and the license plate was determined and transferred to the 50/60 Y computer together with the time of entry . When the vehicle 1 D arrives, the transmitted control signal leads to a registration of the entry time in the event memory of the Y channel of the OBU 10 X / Y, a valid answer is generated, and the vehicle can pass without being recorded and identified.

When leaving the parking lot, the following possible situations arise:
The vehicle 1 D of course does not give a response signal to the control signal from the exit control point 40 Y.2 and is then resumed and the indicator is evaluated. If the number plate is contained in a list of vehicles with a special authorization stored in the memory 60 Y.1, the barrier BY is opened or kept open by the computer 50/60 Y, and the vehicle can easily pass.

If this is not the case, the BY barrier is initially or remains closed. In a comparator unit of the computer, a comparison of the exit time with the arrival time of the same vehicle is also carried out on the basis of a license plate comparison and the length of stay in the parking lot is calculated. This is multiplied by the parking fee per unit of time and displayed on a display unit of the 80 Y machine. When the driver has paid the amount due at the machine, the BY barrier is opened and the vehicle 1 F can leave the area.

The vehicle 1 E with the valid vignette answers the control signal of the beacon 40 Y.2 again with a valid response signal at the exit and can leave the area without further notice. (The case that the vignette is not valid corresponds entirely to that of the vehicle 1 F.)

The vehicle 1 D answers the received control signal at the exit with an answer signal, which contains the data of the entry control (in particular the entry time) stored in the event memory of its OBU. The computer 50/60 Y uses this and the exit time to determine the amount of the fee due and transfers it to the fee signal transmitter 30 Y of the beacon 30 Y / 40 Y.2, from where it is transmitted to the vehicle and a debit in the appropriate amount and the delivery triggers a confirmation signal. This is received by the control signal receiver of the beacon and the barrier opened or kept open. If the OBU 10 X / Y did not store a sufficient amount of fees, this is evident from the lack or content of the confirmation telegram, the BY barrier remains closed and the 80 Y display shows the shortfall. It can be paid by charging the chip card at the machine or in cash. The barrier is then opened.

With the parking system described above, parking permits conditions by assignment to predetermined vehicles or by purchasing a valid vignette or by purchasing an e ner memory card or its reloading (if necessary also via Radio on appropriate transmitters).

A description will be given below with reference to FIGS. 2 to 7 of the structure and operation of embodiments of a vehicle device (a so-called on-board unit = OBU), which forms one of the basic elements of the described system.

Such a vehicle device is both fully automatic Realization or proof of access authorization of a vehicle equipped with it to one th traffic or parking space, a motorway or road or a cargo distribution center in the broadest sense as well - simultaneously or separately from the question access authorization - to implement a performance or consumption-related fee collection ge is suitable, with the desired compatibility with a flat-rate fee collection in the same system can be reached. The device is still an advantage education as a component of a traffic system line and control suitable. A detailed explanation  Some fields of application can be found in others Place this description.

The in Fig. 2 in a functional block diagram Darge presented embodiment of a vehicle device 10 is suitable for use in an electronic toll system, parking system, load distribution system and for similar applications net.

On functional units, the vehicle device 10 - which makes a significant difference to a self-sufficient electronic vignette in this regard - has a power supply connection 101 , via which a connection to the vehicle battery (not shown) for supplying power to all components is established. (The individual internal power supply lines are not shown in the figure for the sake of clarity).

Furthermore, a receiving part 10.1 is seen with a UHF short-rod receiving antenna 102 and a UHF receiving and demodulator unit 103 connected to its output 102a .

The UHF antenna 102 is in the embodiment shown in FIGS . 3 and 4 in the exterior view an attached to the underside of the device base body, about 20 mm long rod antenna; however, it can also be formed in a simple manner by a conductor strip on the housing. Since the definition of the reception range, which is important for the system function, requires a suitable specification of the antenna reception properties, the use of an antenna with variable reception power (for example over a variable length) is advantageous. In extreme applications, the vehicle device can do without an actual antenna or even a certain shielding may be necessary.

The UHF reception and demodulator unit 103 is designed in a simple embodiment as an integrated filter and amplifier circuit in the manner of a double superhet receiver known per se from radio technology with a downstream pulse code demodulator. The unit is tuned to a control transmitter frequency defined in the system (example, 433 MHz) and set in the input sensitivity so that it receives a directionally emitted transmission signal with a transmission power of approximately 10 mW at a distance from the control transmitter of 60 to 80 m enables.

The vehicle device 10 includes as a further main function blocks a block 10.2 , which realizes a response to an external (radio) call, and a block 10.3 , which charges a charge from a chip card to another external (radio) call realized.

The first-mentioned function block 10.2 essentially comprises a response control unit 104 connected on the input side to the output of the UHF reception and demodulator unit 103 , a data memory 105 connected to its output via a control input 105 a with a programming terminal 105 b and a data output 105 c, one pulse code modulator 106 connected on the input side to the data output 105 c, the output side being connected to an input 107 a of a transmission driver 107, which also has a switching input 107 b, for an infrared transmission LED 108 .

The response control unit 104 is basically a switching unit which is actuated via a specific received data bit and switches back automatically in a time-controlled manner with an RC delay element. (Instead of this, a connection to an internal time base of the third function block 10.3 - described below - can also be provided.)

When a data telegram obtained by the demodulator unit is supplied, which is specified as a control telegram by a corresponding identifier (an operating mode bit or a bit sequence), it sends an activation (“wake-up”) signal to the control or switching inputs 105 a, 106 a and 107 b of the assemblies 105 , 106 and 107 . This is maintained for the period of time predetermined by the RC delay element (expediently approx. 60 to 90 s) and during this time period causes the memory 105 to be read out cyclically and, as will be described in more detail below, data from the function block 10.3 . It also causes (short-term) continuous operation of the modulator 106 and the transmission driver 107 and thus the IR LED 108 . If the UHF signal fails and the RC delay element drops out, these modules stop their operation, and the function block 10.1 returns to the inactive rest ("sleep") state.

The vehicle device works as external in this regard IR transmitter that can be activated via a radio signal for transmission one with internal access to the memory content Data memory formed response signal to a correspond accordingly trained IR receiving station. (This is on at described in more detail.)

The data memory 105 is designed as an electrically erasable and programmable 2 kbyte read-only memory (EEPROM). Configuration and memory contents are determined by the specific application; the memory content includes in particular vehicle and possibly also cargo-related data, such as the vehicle registration number, exhaust gas data, the axle load or the like

The modulator stage 106 modulates the operating current supplied by the transmission driver 107 for the transmission element 108 in a known manner of pulse code modulation with a data bit sequence composed of data from the memory 105 and additional data supplied from the function block 10.2 (hereinafter also referred to as a response telegram).

The modulation can advantageously include an encryption. However, the programming of the memory 105 may already have been carried out in encrypted form, with which coding in the transmitter modulation would not be necessary, and coding for the response telegram can also be dispensed with completely for special applications.

As a low-cost transmission component, one in the range LED emitting around 900 nm to 950 nm, for example an GaAs or InP LED can be used. The transmission power is on the order of 1 W with a test ratio <1%.

Laser diodes with system-compliant emissions can also be used wavelength are used, advantageously through a suitable choice of doping elements and proportions the emission wavelength can be specified. So that is it is possible to target these outside the absorption maxima of thermal insulation glass used in vehicle windows With laser diodes, the encapsulation is in a special Housing with good heat dissipation (made of aluminum, for example) and A low duty cycle is an advantage during operation.

The third function block 10.3 of the vehicle device 10 includes, as the most important module, an 8-bit microprocessor (controller) 111 connected on the input side to the UHF reception and response control unit 103 and the data memory 105 , with a clock frequency of 20 MHz, which is in the usual way Program memory 112 (here a 16 kByte ROM) and a working memory 113 (256 kByte RAM) as well as a V24 interface 114 designed for a transmission rate of 9600 baud for connection to an external programming device or computer, an operating keyboard 115 and an alpha numeric keypad Display 116 are assigned.

Another function-determining component is a chip card acceptance and cancellation unit 117 connected on the input side to an output of the controller 111 for receiving and step-by-step cancellation of a chip card 15 with ISO 7816-1 / -2- serving as credit carrier - in particular for toll or parking fees. compatible 256 × 8-bit EPROM with long-term data retention. The unit 117 and the chip card 15 used in the system are known as such; their structure is therefore not described in more detail below.

As a chip card in the same unit 115, both a one-time with a certain fee per programmable card and - preferably - one at suitable facilities ("paying agents") in the system can be used several times per programmable, ie reloadable, card. As already mentioned above, instead of the removable chip card 15 shown in the figures, a permanently installed charge memory can be provided in the vehicle, for example rechargeable from the outside via radio.

The debit from the chip card or its cancellation follows in Reak, as described in more detail below tion on external debit or cancellation tax signals le.

The third function-determining component of the function block 10.3 is a so-called event memory, the nender 32 kbyte EEPROM 118 with long-term data retention. This is connected to the controller 111 and indirectly via the latter on the input side to the UHF receiving unit 103 and on the output side to the modulator stage 106 of the transmission block 10.2 and also to the interface 114 and the operating keyboard 115 . The specific memory organization is selected according to the application field and the dependent structure of a data telegram in the system; As a rule, a serial memory structure of the LIFO (last-in-first-out) type will be expedient.

In a modified version, the event memory can also be implemented in the form of a memory that can be removed from the OBU 10 , for example also as a separate data card or in particular also on the chip card 15 itself. This makes it easier to use the contents of the memory to provide evidence in legal disputes, etc.

Via the controller 111 - after preprocessing for data compression and avoidance of multiple storage - data telegrams received from the outside, each specifying a debiting and / or control event, are stored in the event memory 118 , if necessary together with internally created additional information . The additional information relates z. B. in the application of a toll system whether or not a debit from the chip card was made after receipt of a data telegram - for example because it no longer contained credit or no chip card was inserted into the device. In this application, the controller 111 also implements a connection between the chip card receiving and cancellation unit 117 and the event memory 118 , via which either the storage of a debit telegram is initiated or inhibited or (alternatively) the bit sequence of which can be used to add a control bit that characterizes the debit .

When a control signal is received in a toll system, a signal for reading out the data block last transferred to the event memory 118 is transmitted to the controller 111 and this data block is fed to the modulator stage 106 in order to be sent out from the memory 105 together with a data block. (Details of this special request-response process are explained elsewhere in the description.)

The memory content can be read out outside the vehicle device via the interface 114 and stored data can be deleted via the operating unit 115 .

In addition to the main components mentioned above, there are others Memory and processing units are provided, which one appropriate organization of work processes in the system and serve specifically in the vehicle device.

To implement largely tamper-proof system operation that meets data protection requirements, devices for decoding and encoding the data exchanged with other system components are provided on the receiving and transmitting sides:
A decoder 109 is connected downstream of the output of the UHF reception unit 103 , and an encryption stage (encoder) 110 is assigned to the input of the transmission modulator 106 . The operation of the decryption and encryption unit 109 or 110 is controlled by the controller 111 , wherein consideration is given to a vehicle-related identifier stored in the data memory 105 and also a personal identifier (“PIN”) can be taken into account which is suitable for this purpose trained operating unit (in the manner of the keypad 115 '' in Fig. 7) is entered ben.

The event memory 118 (which is not shown in the figures) can additionally be preceded by an encryption stage (for example a specifically prognostic ASIC) in which the content of the control telegram is linked by linking individual data blocks, such as a date / time block with a route section block, or by linking the telegram data to a running number or the like, it is also protected against internal manipulation before being saved.

When the device is used in an electronic toll system, the decoder 109 also serves to distinguish between debit and control telegrams and to control the forwarding of the telegram either to the response control unit 104 of block 10.2 (control telegram) or the controller 111 of block 10.3 (fee telegram) .

An internal timer 111 a is also provided. The timer 111 a can be implemented as a quartz or radio clock module. (If the transmission of a time signal with the data telegram or a time-dependent configuration of the data telegram is provided in the system, an in-vehicle timer can also be omitted.)

Between the output of the decoder 109 and the input of the controller 111 , a shift register 119 is also provided, into which received and decoded charge data legograms are initially loaded and in which they are available until another data telegram is received. (Instead of the shift register, a separate area of the working memory 113 can also serve this purpose in a modified OBU.)

Via a comparator circuit 120 , one input of which is connected directly to the output of the decoder 109 and the other input of which is connected to the output of the shift register 119 , each newly received data telegram is checked for correspondence with an existing telegram in data blocks predetermined as relevant. The shift register 119 is only reloaded and a routine stored in the program memory for further processing of the data telegram by the controller 111 is triggered by a corresponding control signal from the comparator unit 120 only when the receipt of a telegram with new content in the relevant data blocks is determined .

This ensures, for example, in use of the vehicle device 10 as part of a toll system that when multiple charge telegrams are received when slowly passing an electronic toll station, in particular, for example, in a traffic jam or when turning in its transmission area, there are no multiple debits on the chip card.

Depending on the system organization, one can be considered a coherent Telegram handled data bit sequence also from several e.g. B. two, sent and received separately - by  corresponding coding identified as such - Partial telegrams can be synthesized.

Depending on the implemented software, which reflects the specific design of the system, the controller 111 controls using the processing programs available in the ROM 112 , the RAM 113 and possibly also the vehicle, load and other data available in the separate data memory 105 and possibly on time signals provided internally by the timer 111a or externally, the processing of a received, decoded and received from the register 119 data telegram to generate a debit or cancellation signal, which is fed to the chip card recording and cancellation unit 117 and there the debiting one certain amount triggers. The calculation of the debit amount determined on the basis of data transmitted externally and internally stored takes place in a fee calculation unit 121 , which is connected on the input side to the controller 111 and via this to the memories 105 , 113 and 119 and on the output side to the cancellation unit 117 is.

As a result, for example in a vehicle with high exhaust emissions - which is stored in memory 105 - when driving through certain emission-sensitive traffic areas (inner city area, recreation area), a fee can be deducted at a level that results from the multiplication of the normal fee rate transmitted with the fee telegram with a predetermined factor. This can be stored permanently or can be currently specified with the data telegram sent by a toll station set up in this traffic area. Time-dependent multipliers can also be used in a similar way, for example, to increase the cost of driving through residential areas at night by vehicles with high axle loads (trucks).

Overall, a vehicle type, condition or also cargo-related or other user data dependent and / or date and time dependent toll collection exercise can be realized.

If there is no longer any credit on the chip card covering the debit amount, the remaining amount, if any, is canceled and an error or warning signal is output on the display unit 116 . If the debit is correct, the debit amount can be shown on the display unit.

As already mentioned above, a signal (bit) which characterizes the debit (or not) is also transmitted by the unit 117 to the event memory 118 and is stored there with the associated debit telegram. Alternatively, the operation of the event memory can also be organized in such a way that it responds to a control signal from the unit 117 or the controller 111 , so that the data telegram is only stored when a debit confirmation bit is transmitted, so that only the last correct debiting process is documented in the event log.

In a compared to the above-described embodiment, modified (not shown in a separate figure) embodiment of the vehicle device, the components of the second function block 10.2 , in particular the memory 113 , the shift register 119 and the comparator unit 120 , are designed such that under tax tion by the controller 111 a more complex preprocessing of several data telegrams received in chronological order is realized. So z. B. - as explained in more detail in the context of the description of an embodiment of a toll system - the debit telegrams transmitted by successive toll stations are initially "collected" and a route-dependent debit or cancellation total amount is calculated from who before a debit from the chip card 15 is made. This means that bonuses provided in the toll system can be successfully implemented technically; see. the explanations on the fee telegram below.

In another (also not shown) variation lung can parallel to the chip card and -Validation unit a separate, fixed in the vehicle device installed buffer memory for the chip card ("Credit store") should be provided, in which all on one Chip card that has already been canceled is no longer executable bookings are saved. In this training leads the controller each time a loaded circle is inserted dit card automatically into the recording unit whether a fee amount is stored in the buffer memory is. If this is the case, this amount will first increase debited the new chip card and the content of the buffer memory (to the extent of the transfer made) deleted.  

As an alternative or in addition to this, the charge memory of the chip card can be subdivided into several separate charge memory areas, at least one of which functions as a reserve memory which can only be accessed after special handling on the operating unit 115 of the OBU 10 . As a result, the driver is emphatically advised of the impending exhaustion of the charge and the need for a reload.

The mechanical structure of the vehicle device in the described embodiment is shown below with reference to FIGS . 3 and 4. The housing 100 of the device 10 consists of a metal base body 100 a and a plastic molded part 100 b accommodating the display unit, which is rotatably flanged to the side of the base body 100 a.

The basic body has dimensions of 102 × 70 × 102 mm (Width / height / depth), the flanged molding has dimensions solutions of 100 × 44 × 29 mm (width / height / depth).

The UHF rod antenna 102 is fastened centrally on the underside of the base body 100 a. On the flanged molded part 100 b opposite (left in the figure) side of the base body there is a slot 100 c for the insertion of the chip card 11 . (In alternative - not shown - housing versions, this slot is provided on the underside or the top of the base body.) Furthermore, the underside of the base body carries two pressure point buttons 100 d, 100 e for operator input.

A 6.3 mm stereo jack socket, which the V24 interface 114 realizes to a programming device or an external computer, and a 1.3 mm power socket for connection to the vehicle electrical system are arranged on the top of the base body. which forms the power supply connection 101 of the OBU 10 .

The display unit 116 is a commercially available illuminated alphanumeric LCD display with the character size 15 × 5.5 mm, which enables a quick and safe reading by the driver even with a reading distance of approx. 1 to 1.5 m. The fact that they can be rotated ensures that readings can be read equally reliably by both small and tall drivers.

The transmission LED 107 is arranged on the back of the base body 100 a.

When in Fig. 4 and 5 more accurately shown (preferred) embodiment of the OBU 10 to an attachment on the inner side of the windscreen 1.1 of a vehicle 1 behind the sen interior rearview mirror 1.2, the transmitter LED 100 is inserted a such in the housing wall of the main body 108 that an approximately horizontal position of their main direction of radiation ("optical axis") 108 / OA is achieved. The basic body 100 a is connected in the embodiment shown via an adhesive connection 100 f to the front window 1.2 . The location is chosen so that the LED sits behind the windshield in a section that is wiped by the windshield wipers to avoid excessive pollution-related transmission reduction in everyday driving.

In future, in a new way integrated communication devices for motor vehicles, the OBU 10 is of course structurally integrated into an overall device. As an intermediate stage, a structural - and (in particular in the last described embodiment) the use of components of the car radio also partially functional - integration with a car radio or at least a "docking" to one can be carried out. In this version, a common housing, a shared display and an operating keyboard will be provided for the car radio and the OBU and the assembly will be carried out at the locations customary for a car radio; IR receiving or transmitting elements must also be attached behind the windscreen or, if necessary, on the outside of the vehicle.

Under the term "vehicle device" or "on-board unit" (OBU) are also intended to understand devices of the type described that are in ships or boats - for example as an ingredient le of a toll system for waterways - etc. used will. Here the structure, especially the housing, and the arrangement, if necessary, on the changed external conditions ten be oriented without the area of the lying invention is left.

Compared to the embodiment described above many variations, both in the basic Functions as well as the technical characteristics of the individual functional units, possible.

The response function block of the vehicle device (in Fig. 2 the block 10.2 ) can be both receiver and transmitter side for long- or short-wave electromagnetic radiation (LW, UHF or in-waves) or infrared radiation or with an inductive receiver and / or transmitters can be designed, the wavelength range used for the response or control signal and the wavelength range used for the transmitted response signal can be different from one another.

As a result of the relatively low requirements due to the system the sensitivity or range and the reception Quality can be used as receiving and transmitting components because known per se and available inexpensively Standard components are used.

A second embodiment of the OBU is described below with reference to FIG. 6.

The modified function blocks 10.1 'and 10.2 ' differ in the following essential functional units from the above blocks 10.1 and 10.2 : As a receiving element for an external activation signal here is an IR photodiode 102 'with an integrated optical filter 102 a' and instead of a single transmitting element is one IR-LED matrix arrangement 108 'is provided. The design and function of the receiving and demodulator unit 103 'as well as the (the block 10.2 ' associated) transmitter control unit 107 'are adapted to the other receiving element and the other design of the transmitter. The above determinations apply to the infrared components with regard to the working wavelength and material.

The receiving and demodulator unit 103 'is formed in this embodiment by a simple, integrated IR receiving unit 103 a' - as used for example in conventional remote controls - and an interface 103 b 'to the controller 111 '. Its possibilities are thus for programming and operating the response function block 10 . 1 ′ used.

This provides a way to increase the manipula tion security of the system in that an outside control signal sent comprises a security code, which registers on receipt, then in the microcomputer one through the internally stored program structure given processing - such as a so-called mirroring - subjected and finally together with the queried Data is sent back to the control station.

In the embodiment shown, the transmission arrangement is a 3 × 8 LED array 108 ′, which is only equipped with LEDs at selected nodes, while other nodes remain unoccupied. This means that certain information or coding can already be specified during the manufacture of the device, a differentiated control of the existing LEDs corresponding to the information read out from the memory 104, of course, causing the actual information transfer. Alternatively, it is also possible to fundamentally completely design the array and to implement the display of the information to be output solely by controlling selected LEDs of the array.

The interaction of the modulator 106 'and the transmitter control unit 107 ' corresponds to the functioning of conventional matrix display controls.

The driver can use the input keyboard 115 to actively intervene in the response delivered by the vehicle device - for example by entering a personal code (a PIN) in special applications.

In Fig. 7, a further embodiment of a vehicle device is shown as a block diagram which, as a building block of a correspondingly expanded overall system, offers opportunities for interactive information processing for traffic management. The system assumed here - in the sense of an example - is described elsewhere in the description. It is essential for the structure and function of the vehicle device that the system transmits data on the basis of the known RDS system via VHF which shows the current territorial toll situation ("fee table") and other special features of the traffic situation in a traffic area (e.g. egg nem metropolitan area, the Federal Republic or across countries) reflect, such as line closures, traffic jams, etc.

This vehicle device 10 '' differs from the device 10 hardwaresei term shown in Fig. 2 and described above mainly by the presence of an RF-RDS reception and decoder block 10.4 '', a microprocessor 111 '' with expanded program and memory 112 '', 113 '', a full alphanumeric keyboard 115 '' and a graphics-capable matrix display 116 ''. Next is a toll data processing unit 10.5 '' seen before, the essential components of which are an optionally accessible fee data memory 130 '', an exchangeable atlas memory card 131 '', a route buffer 132 '' and a route charge calculation unit 133 '' . (In practice, the unit 10.5 ′ 'can be implemented by software in the microcomputer, but is to be described below as an independent functional unit.)

The output of the RDS reception and decoder block 10.4 'known as such and therefore not described here in detail is connected to an input of the charge data memory 130 ''. In the course of the cyclically repeated transmission of the current fee table and the additional information by a regional RDS transmitter, the fee data memory 130 ′ ′ is loaded with the current fee table and the additional information in response to the receipt of a data block start code.

The atlas memory card 131 '' contains a traffic map on which the traffic routes are individually marked with the address also in the fee table and for addressing the additional information.

In with the outputs of both memories 130 '' and 131 '' which microcomputers are connected, a software (known as such from Verkehrsleitsy systems) is implemented with which access to a start and a destination via the input keyboard 115 '' on the Atlas memory card 131 '' a number of routes between the start and the destination with the sequence of the associated route section addresses determined and stored in the route buffer 132 ''. The individual routes can be shown on the display 116 '' graphically or alphanumerically.

With access to the route buffer 132 '', the charge data store 130 '' and the data store 105 '' for vehicle and / or load-related data, the charge multipliers result in the route charge calculation unit 133 '' for each of the route guides The sum of the tolls incurred when driving on this route is calculated and - together with, if necessary. Additional information stored in the buffer 132 ′ ′ corresponding to the corresponding addresses — is shown on the display 116 ′ ′ in association with the respective route.

The driver can both by the device described before starting a journey as well as during its course an In formation about him on different routes waiting toll charges and other special features catch up with the traffic and take his route choose speaking. It is particularly advantageous that in a simple and convenient manner for the driver staggered or currently depending on traffic and / or vehicle-specific tolls when choosing the route can be taken into account - in advance sets, the query takes place in not too large a time Distance to the actual trip. The arrangement described where the caching of the last transmitted fee and / or traffic information data is provided in the vehicle device, enables the driver Evaluation and optimization of his route in Fahrtpau and allows him to keep his full while driving To pay attention to the traffic situation.

Subsequently, with reference to FIGS. 8 to 14, a description of the structure and operation of embodiments of an activatable by a control signal activatable vehicle or charge data card ("electronic vehicle vignette ''') is given, which is an (optional) main element of the arrangement described forms.

Such an active data card or electronic vehicle vignette is especially for fully automatic realization or to prove an access authorization with a your equipped vehicle to a traffic or Parking space, a highway, street or waterway etc. or a cargo distribution center in the broadest sense (As such, a landfill should also be understood here be) suitable. With it you can do it at the same time a flat-rate fee collection is carried out, the desired compatibility with a strict performance or consumption - based fee collection in corresponding system can be easily achieved. Another important application is in the field of Traffic management and control. A detailed explanation Some fields of application can be found in others Place this description.

The simple vignette 20 initially shown in a block diagram in FIG. 8 has a plastic body 200 as essential functional units in a shape, length, width and material of a conventional credit card - indicated in the figure with a dashed outline - as essential functional units: a Primary element 201 for powering all components (their connections to the primary element are not shown in the figure for the sake of clarity), a UHF receiving antenna 202 , a UHF receiving and vignette control unit 203 connected on the input side to UHF antenna 202 , one Via a control input 204 a with its output connected data memory 204 with programming connection 204 b and data output 204 c, a pulse code modulator 205 connected on the input side to the data output 204 c, the output side having a control input 206 a which also has a switching input 206 b Send drivers 206 for one Infrared transmission LED 207 is connected.

The primary element 201 is a cast in the vignette body, known as such, lithium-foil battery or alternatively as a cast-in button cell for power supply of the modules during the entire intended service life of the vignette - depending on the specific use, a few months to a few years. A battery replacement is not planned; the connection to the functional units is therefore established by a fixed wiring. The adaptation of the battery capacity to the intended maximum service life of a specific vignette is expediently carried out by a suitable choice of the size (area) of the element.

The UHF antenna 202 is easily formed by a conductor strip cast into the vignette 20 . The UHF reception and vignette control unit 203 is designed in a simple embodiment as an integrated filter and amplifier circuit with an RC delay element. It is tuned to a control transmitter frequency defined in the system (for example 433 MHz) and adjusted in the input sensitivity in such a way that it enables the reception of a directional transmission signal with a transmission power of approx. 10 mW at a distance from the control transmitter of 60 to 80 m.

When you receive a signal in this frequency range, it outputs an activation ("wake-up") signal to the control or switching inputs 204 a, 205 a and 206 b of the modules 204 , 205 and 206 , which is used by the built-in RC delay element predetermined period of time (expedient approximately 60 to 90s) is maintained and during this period of time a cyclically repeated reading of the memory 204 and a (short-term) continuous operation of the modulator 205 and the transmitter driver 206 and thus the IR LED 207 causes. If the UHF signal fails and after the RC delay element drops out, these modules stop operating and the vignette returns to the active sleep state.

In this way, the vignette acts as an IR transmitter that can be activated externally via a radio signal and can thus be operated for a longer period of time with a self-sufficient (battery) power supply for transmitting a characteristic signal to an appropriately trained IR receiving station. (This is described in more detail elsewhere.) The transmitted identification signal is formed in the described vignette with access to the memory content of the data memory 204 .

In a simple embodiment, the data memory 204 is designed as a programmable 2 kbyte read-only semiconductor memory (PROM). Configuration and memory contents are determined by the specific application; the storage content is formed by the data of a validity period or range and / or vehicle or load-related data - cf. the corresponding explanations elsewhere in the description. In a special embodiment, the programming connection 204 b is made unusable or sealed after programming — expediently at the position issuing the vignette — in order to prevent manipulations of the memory content.

The modulator stage 205 modulates the operating current supplied by the transmission driver 206 for the transmission element 207 in a manner known per se by pulse code modulation with the data bit sequence output from the memory 204 . The modulation can include encryption, but the memory 204 may already have been programmed in an encrypted form, which means that coding for transmitter modulation is not required, and it can also be completely coded for special uses of the vignette the data are waived.

As the transmission element 207 , a commercially available infrared LED with a transmission wavelength is preferably used, which lies outside the main absorption areas of heat protection glasses used in motor vehicles. For example, the use of an LED emitting in the range around 900 nm, for example a GaAs or InP LED, is inexpensive. As stated elsewhere for the vehicle device 10 , laser diodes with a suitable radiation wavelength can also be used. The transmission power should be in the order of 1W with a duty cycle <1%.

Fig. 9 shows an external view of the vignette 20 from the front, which in the attachment in the vehicle - preferably on the inside of the windshield in the area of the rear view mirror - shows outside the vehicle.

In addition to the receiving antenna 201 and the transmission LED 207 , on the surface of the Vi gnette facing the vehicle window there are visually perceptible markings 210 and two adhesive strips 220 a, 220 b (in the state of delivery, covered with a protective film) for attachment from the inside to the window intended. The opposite surface of the vignette does not have any functional elements and can be freely advertising or informative.

Compared to the embodiment described above many variations, both in the basic Functions as well as the technical characteristics of the individual functional units, possible.

So the vignette can be both receiver and transmitter suitable for long- or short-wave electromagnetic radiation lung (LW, UHF or mm-wave vignette) or infrared radiation (IR vignette) or with an inductive one Be designed receiver and / or transmitter, the for the response or control signal and that of the Vignette sent response signal used area of can be different from each other. As a result of the systembe relatively low demands on the sensitive  speed or range and the reception quality can be as Receive and transmit components, each known per se and inexpensive available standard components be set.

Functionally relevant for the front disc version shown in FIG. 9 is that all components are functional at the temperatures occurring on the windshield in the interior of a vehicle and have a sufficient service life.

For versions that are designed for attachment to the outside of the vehicle are provided - for example in the housing of the rear-view mirror - can weather resistance - depending on the specific application and corresponding data content - a theft-proof structure and / or corresponding fasteners from erhebli be meaningful.

A second embodiment of the vignette according to the invention is described below with reference to FIGS. 10 to 12.

This vignette 20 ', whose main body 200 ' is essentially identical to the plastic body 200 of the vignet te 20 described above, comprises according to the block diagram of FIG. 10 as essential functional units: a foil battery 201 'for power supply, an IR photodiode 202 ' with integrated optical filters 202 a ', a eingangssei tig with the IR photo diode 202' connected to receive and Vi gnettensteuereinheit 203 'to a control output 203 a' and a data output 203 b ', a gear, a Steuerein 204 a' to the control output 203 a 'and via a data input 204 b' with the data output 203 b 'of the receiving and control unit 203 ' connected multivalent data storage unit 204 'with a data output 204 c', a pulse code modulator 205 'connected on the input side with the data output 204 c' , the output side with a control input 206 a 'which also has a switching input 206 b' Control unit 206 'for an infrared LED array 207 ' is connected.

As essential additional functional units, the vignette 20 'also contains an alphanumeric liquid crystal display 208 ' connected to the control and data output 203 a 'and 203 b' of the receive and vignette control unit 203 'and an input keyboard 209 ' with a second input 203 b 'of the vignette control unit 203 ' is connected and comprises a separate on / off switch 209 a '.

The functional units are again fundamentally realized by components or groups known as such, so that an explanation is given here only for the receiving and vignette control unit 203 ', the data storage unit 204 ' and the control unit 206 '. For the infrared components, the above statements regarding vignette 20 apply with regard to the working wavelength and material.

The receiving and control unit 203 'in this embodiment is designed as a simple microcomputer which comprises an internal (not shown separately) program memory and an (also not shown) interface for programming the vignette 20 '. This takes the place of the conventional chip card programming connection 204 a 'in the vignette 20 described above. In addition to primary programming via the IR reception stage before the vignette is delivered, it also allows reprogramming by means of externally transmitted programming signals during use - whether this option is realized depends on the application.

The formation of the receiving and control unit as a micro calculator offers a possibility to increase the manipula reliability of the company using the vignette NEN system in that a Kon troll signal includes a security code that is received registered, then one saved internally Program structure given processing - for example a so-called reflection - and finally together with the requested data to the control station is sent back.

Furthermore, the vignette 20 'can also serve as a credit carrier, for example in a toll system. For this purpose, the memory 204 'comprises a credit storage area (not shown separately in the figure). Debit or cancellation signals sent from the outside are identified as such by the receiving and control unit 203 ′, address this memory area and lead to a debit there. (With regard to the cancellation or debit functions to be implemented in the system, reference is made to the more detailed explanation elsewhere in the description.)

In the embodiment shown, the vignette 20 'comprises a 3 × 8 LED array 207 ', which is only equipped with LEDs at selected nodes, while other nodes remain unoccupied. Thus, a certain information or coding can be specified already during the manufacture of the vignette, a differentiated control of the existing LEDs corresponding to the information read from the memory 204 'of course causing the actual information transfer. Alternatively, it is also possible to fundamentally completely design the array and to implement the display of the information to be output solely by controlling selected LEDs of the array.

The interaction of the modulator 205 'and the Ansteuerein unit 206 ' corresponds to the operation of conventional matrix display controls.

A major difference to the vignette 20 is that the display device 208 'and the input key 209 ' open up the possibility of transmitting information for the driver with the signal sent from the outside, and on the other hand give the driver the opportunity to do so actively intervene in the response delivered by the vignette - for example by entering a personal code (a PIN) in special applications.

They also make it possible for the driver to subject data transmitted externally in a specific frame (given by the specific configuration of the microcomputer 203 ′ and the input and display unit 208 ′ or 209 ′) to an individually determined processing - for example to extract additional information from it - and perceive the result. (A more detailed explanation of this possibility of the system as such is given elsewhere.)

The ones known, for example, from "credit card calculators" very inexpensive available LCD displays and keyboards allow the implementation of these additional functions without unacceptable increase in production costs.

The description given above of the activatable vignettes 20 and 20 'is only to be understood as an example; in particular, special features of the two can also be combined differently. An advantage for the implementation of different system solutions is a modular structure consisting of a basic component (battery, response control unit and characteristic data memory) and variably connectable, various receiving and transmitting units etc. This means that the functions are expanded, practically up to the functional scope of one Vehicle device or an OBU (described elsewhere) is possible.

As a transmitting and / or receiving unit can also be advantageous a one-chip transmitter and / or receiver, or a A chip transceiver can be used, which at works for example in the 70 cm band.

The external shape of the vignette is of course not open the credit card shape is limited, but it can be in the Top view including circular or other simple geo have metric form.  

As already mentioned above, the inventive Vignette in addition to the identification of vehicles for identification drawing of loads can be used - also independently from a specific transport vehicle, for example on containers. But it also offers the possibility of a simple one Checking the content and integrity of loads in the flowing traffic, for example at border crossing points len.

Fig. 13 shows a schematic representation of such an example, in which a modified version 20 '' of Vi gnette serves to identify a in a container L on a truck 1 'transported cargo. The vehicle 1 ', in this case specifically its loading L, can control a control point 40 with a video unit 45 while driving from the outside by sending a query signal S40 to the vehicle, which is provided by a functional vignette is answered in the manner explained above by a response signal S20 ''.

Fig. 14 shows a detailed view of the attached to the container L vignette 20 '' which is designed to receive a lead the sealing wire 21 with a likewise conductive seal 21 a. An opening area La of a container L is sealed with the sealing wire 21 .

The charge vignette 20 '' includes, in addition to all of the functional units of the vignette 20 described above - which are not explained here again - a (not shown in the outside view) flip-flop switching element which is activated by or after attaching the seal 21 a and connects the battery with the active functional units of the vignette. In the event of an interruption of the sealing wire 21 or a loosening of the seal 21 a, even for a very short time, the switching element irreversibly falls back into the inactive state due to the capacitively or resistively perceived interruption, so that the vignette can then no longer be activated, ie on the control or query signal S40 does not send out a response signal.

This allows an irregularity, which indicates a violation of the container closure, without its against constant inspection already recognized by the spatially distant control point 40 when the transport vehicle 1 is in normal travel and a more precise inspection can be initiated. For this purpose, in particular if there is no response signal from the vignette 20 '', a video recording of the vehicle is carried out and the vehicle is identified on the basis thereof.

15 to 22 egg ne description of the construction and operation of embodiments of a control point or unit is described below with reference to FIG. (Corresponding to an expedient design trollbake as Kon hereinafter), which forms one of the basic elements of the system described.

Such a control unit is especially for fully automatic table implementation or to check an access area right of a vehicle to a delimited  Traffic or parking space, a highway or street or also a charge distribution center in the broadest sense (as a landfill should also be understood here be) suitable. With it can also in an electronics system of charging for using the o.g. Traffic areas (especially a "toll system") a con trolls of fee payment. The Unit is designed and used so that the desired compatibility of a strictly performance or consumption-related with a flat fee survey in the corresponding system easily achieved can be. Furthermore, the unit can be designed in this way be that they have tasks in a traffic management system takes.

The embodiment of a control unit 40 initially shown in a block diagram of the main functional units in FIG. 15 is intended for use in an electronic toll or parking system and comprises a power supply unit 41 , a control device 42 and an image recording and evaluation system (video system). 45 .

The power supply unit 41 comprises, as shown in FIG. 16, solar cell panels 411 a and 411 b, a buffer battery 412 , a third-party connection 413 with (not shown) power supply unit and a switching and control unit 414 , via which a self-sufficient and reliable power supply for all Functional units is secured. The assignment of the external connection 413 can be made depending on the specific application conditions; For example, a connection can be made to the vehicle electrical system of an emergency vehicle or to an existing 220 V network.

The individual internal power supply lines of the device tes are in the figures for better clarity not shown for the sake of it.

The actual control device 42 which forms the core of the control unit 40 is described below. (It should be noted that some of its connections and antennas also serve for data transmission from the relatively self-sufficient video unit 45 to a system center.)

The control device 42 has a telephone connection 421 , an FM transmission and reception antenna 422 , a UHF transmission antenna 423 and an IR reception element 424 for realizing connections to various other system components.

Optionally via the telephone connection 421 or the FM transmission antenna 422 , the data obtained in the control device 42 can be transmitted to further control units and / or fee signal transmitters and / or the system center. Data can also be received from the system center and / or other units via the VHF antenna 422 . Query signals are sent out via the UHF transmission antenna 422 , which can be received by the control unit, which can be received by a corresponding vehicle device (described elsewhere) or a system-compatible electronic vignette, and by means of the IR receiving element 424 received their response to the control request.

A short rod antenna with a rod length of 300 mm is used as the VHF transmission and reception antenna 422 , and an SX / 8 blocking antenna for the 70 cm band (the frequency range 425... 440 MHz) and... As the UHF-60 <transmission antenna 307 an IR photodiode 424 with an integrated optical band filter 424 a is used as the IR receiving element.

With the output of the FM antenna 422 , a conventional integrated FM receiver 425 is connected to a downstream RDS decoder 426 , via which data sent from the system center may be received and decrypted by means of the RDS system which is known per se. The named modules 422 (in the function as receiving ne), 425 and 426 together form a receiving unit 42.1 of the interrogator.

The received data arrive at an internal interface 427 , via which the output of the receiving unit 42.1 is connected to the core of the control device , a control unit 42.2 .

The control unit 42.2, designed as a microcomputer, comprises, in a manner known per se, as functionally essential construction groups, an 8-bit microprocessor (controller) 428 with a clock frequency of 20 MHz, a program memory (PROM) 429 and a working memory (RAM) 430 , two further ones Interfaces 431 (with external connection 431 a) and 432 for connection to an external programming device or computer or with the transmitter unit 42.3 - described below - and a timer and clock generator (a quartz or radio clock module) 433 .

In addition, there is an input buffer 434 on the input side with the interface 427 and on the output side with the controller 428 for the last RDS data block received, and an output buffer memory connected on the input side with an output of the controller 428 and on the output side with the transmitter interface 432 435 for the currently valid transmission (query) telegram and a characteristic data memory (PROM) 436 connected on the input and output sides to the controller 428 , in which - preprogrammed - characteristic data of a special control device 40 (located at a specific location) are saved.

The mode of operation of the device is of course determined by the software implemented, which reflects the specific design of the respective system. Basically, the controller 428 controls the formation of a control data telegram, which is sent to the interface 432, using the processing programs available in the PROM 429, the data in the RAM 430 , in the input buffer 434 and in the characteristic data memory 436, as well as time signals provided by the timer 433 provided. This processing also includes the extraction of information specific to a particular control device from the RDS data block using the identifier of the module in question in the identification data memory 436 .

The transmitted telegram contains at least the identifier of the special control device 40 and usually also time (including date) information, but can also be of a significantly more complex structure. Details can be found below and in the description of an embodiment of a toll system elsewhere.

The UHF transmitter unit 42.3 includes, in addition to the UHF transmitter antenna 423 described above, an integrated FM modulator and transmitter stage 437, known as such, with a choice of a frequency in the 70 cm band, for example 433 or 450 MHz, adjustable transmission frequency, a channel grid of 25 kHz, a modulation deviation of 1.75 kHz and a transmission power of 10 mW (at 50 Ω).

The control response (IR response) emitted by a vehicle interrogated via the UHF transmission unit 42.3 - as described in more detail elsewhere - arrives in an IR reception unit 42.4 which, in addition to the already mentioned IR reception element 424 has a filter and amplifier stage 438 connected to its output and a decoder 439 connected to its output, the operation of which is controlled by the controller 428 and at the output of which the decrypted query response of the called vehicle is available for evaluation.

This evaluation takes place in the control unit 42.2 , which for this purpose has a logic processing unit 440 which is controlled by the controller 428 and which is stored, for example, specifically as a comparator unit for comparing the response data in one (or more) of the memories assigned to the controller 428 Comparative data is formed. The type of processing is determined by the system properties and is explained in more detail at the appropriate point in the description. As a result, a control signal is provided externally at a control output 441 .

Depending on the system configuration, this control signal can, for example, open an access to a traffic area, take a picture by the video unit 45 or evaluate or transmit a picture taken and / or the number plate of the vehicle to the system center, the removal of a specific one Control information to the vehicle or similar processes. If it is to be transmitted outside the control unit, it can be fed to the telephone connection 421 or to an FM modulator and transmitter stage connected to the FM antenna 422 on the output side (not shown in the figure).

The mechanical structure of the control unit 40 in two different embodiments as a mobile control beacon is shown below with reference to FIGS. 17A and 17B.

Main parts of the mechanical structure according to FIG. 17A are an aluminum or steel mast 400 with a stand 400 a, one (with the exception of the solar cell panels) containing the power supply 41 , arranged at the foot of the mast 400 first device housing 410 , one in the upper part on Mast mounted, the control device 42 receiving the second device housing 420 made of plastic and the components of the video system 45 - described below. At the top of the mast - approx. 3.5 m above the ground - are the UHF transmitting antenna 423 , slightly below the solar cell pairs 411 a and 411 b and below that the VHF transmitting and receiving antenna 422 . The device is in the example - when used on a freeway - on the central strip next to a lane R. (The parts of the video system of the control beacon shown in the figure are described in more detail below.)

In the embodiment according to FIG. 17B, the same components as in FIG. 17A are used in part, which are also designated with corresponding reference numerals. The most essential difference is that here a single housing 420 '/ 460 ' is provided for the processing units of the transmitting / receiving electronics and the video system instead of two housings and the optical or op toelectronic components of the video system are housed in a second housing 450 ' are attached to the mast instead of individually.

In a similar construction, the inspection body can anchored in a foundation or anchored to a guardrail be screwed. Appropriately modified constructions can be used in a control vehicle.

In Fig. 18, a combined query and information device 42 'is shown as a block diagram of a further embodiment, which, as a component of a functionally advanced overall system, additionally provides information for passing vehicles. The system assumed here - in the sense of an example - is described in more detail elsewhere in the description. It is essential for the structure and function of the modified control device that it has an additional (local) sensor as well as expanded data processing options.

. The construction described above with reference to Figure 16 groups the pure control unit 42 are also substantially in the modified unit 42 'present; these are designated with corresponding reference numerals in FIG. 18 and are not explained again below.

The modified device 42 'additionally has an axle load detection unit 481 ' with a - arranged in the structural execution at some distance from the device - axle load measuring plate 481 a 'for detecting passing vehicles and their axle load. The output of the axle load detection unit 481 'is connected to an input of a multi-stage comparator unit 482 ' which has further inputs connected to a comparison value memory 483 '.

As soon as a vehicle passes over the measuring plate 481 a ', the measured value of its axle load is fed to the comparator unit 482 ', in which it is subjected to a comparison with predetermined, axle load values stored in the memory 483 '. After the end of the comparison process, the comparator unit 482 'outputs a signal identifying the axle load class of the passing vehicle.

The output of the comparator unit 482 'is connected via a modulator stage 484 ' to the telephone connection 421 , through which the comparison result can thus be transmitted to the outside of the control device 42 '.

Simultaneously with the detection process just described, according to the description given above, ei ne the access authorization to the relevant traffic area request is directed to the vehicle and the answer is registered, evaluated and also provided on the telephone connection 421 '.

The message that a vehicle a certain axle load class with / without specific r Authorization has passed the control point to the Sy control center and there together with the signals of the remaining modules of the system one - elsewhere described in more detail - subjected to processing.

As a result of this processing, a message intended for the arriving vehicle - for example with content relating to traffic management or fees to be paid - is generated and transmitted back to the control point concerned via the telephone network and the corresponding connection 421 ′.

The transmitted information data block can be supplied via the interface 427 'to the controller 428 ' and, under control by it, thus generates a second telegram, which is sent to the vehicle via the transmitter unit 42.4 ', received via its system-compatible vehicle device, decoded and for the Driver can be shown on.

As an alternative to transmission to the vehicle and display ge on the vehicle device can also display via a (not shown in the figure) display unit on the Check point itself.

The control and the transmission unit 42.2 'and 42.3 ' of the control device do not require any hardware changes with regard to the extended function, but their training must allow the processing of an information data block and the generation and transmission of an information telegram in addition to the query telegram.

The modified embodiment described is also in the In turn, the scope of the invention is varied again changeable; so other or additional measured values can be provided and in the network of control Central other or additional data processed and be transmitted.

A description will be given below with reference to FIGS. 19 to 22 of the construction and the operation of embodiments of the image recording and evaluation system (video system) 45 of the control unit 40 , the remaining assemblies of which are described above.

The video system 450 includes as components a laser distance measuring device 451 , an infrared flash device 452 , a first video camera 453 that works in the visible wavelength range, a second video camera 454 that works in infrared, and a control and evaluation unit 460 . This is shown in the figure as a separate unit Darge, but can in practice as part or functional unit of the control and evaluation unit 42.2 of the control device 42 or - completely or partially - as part of the central control computer 60 with image processing computer, executed his.

The modules are the control module 40 is mounted in such a way on the carrier 400 such that the optical axes of the (designated separately in the figure only at the camera 453 453 A and the camera 454 454 a) the construction of groups 451-454 each associated optics under a acute angles are aligned with a lane or lane to be monitored, for all modules essentially at the same point in a plane above this lane or lane. The vertically arranged arrangement of the modules shown in FIG. 17 is not the only possible one - depending on the mechanical design of the control point 40 selected for the application, a juxtaposition or structural integration of at least some of the components is also possible. see. Fig. 21.

The laser distance measuring device 451 of a type known per se, which expediently works in the infrared range, is the optical alignment of the entire video system 450 which determines the optical alignment of the entire video system 450 and also effects its timing control.

The point of incidence of the laser beam L451 on a front surface (especially the surface of the license plate) of a vehicle 1 approaching the control point 40 determines a virtual control plane P451, which is perpendicular to the roadway, or a spatial control section, in which a video-technical detection of the drive stuff is made.

The optics of both video cameras 453 and 454 are therefore focused on the control level P451. The optics have a long focal length and therefore shallow depth of field, so that the contours of a vehicle to be recorded in front of vehicles leaving or following (or parts of them in the image field) are blurred and the u. U. of raindrops, snowflakes or similar outgoing interference can be minimized.

When a vehicle passes the control plane P451, emp, the receiver of the laser-beam distance-451 captures a reflection signal, and then outputs a Steuersi gnal S451 from which (among other things) by the control and from evaluation unit 460 of the video system is recorded 45th This then fires the infrared flash unit 452 , which emits an infrared flash L452, and at the same time triggers the video cameras 453 a and 453 b, which record the vehicle 1 in visible light and additionally in the infrared. The infrared CCD camera 453 a is aligned and operated with a suitable IR band filter as well as strongly dimmed that it practically forms only the highly reflective license plate in infrared from.

(To reduce the video engineering effort it is also possible to work with only one video camera that Version described here with two cameras is in the With regard to weather-related disorders and informa extraction for secure identification of the pass Vehicles - bad for example due to pollution recognizable mark - consider, cf. the execution down below.)  

The recorded video images I453 and I454, which are already available in digital form at the output of the cameras 453 and 454, are supplied to the control and evaluation unit 460 and are pre-processed, stored and evaluated there in a manner described below.

After the transfer is complete, the video system is in Se customer fractions ready for a new recording, so that even at high speed relatively close to each other moving vehicles can be recorded separately.

The video cameras 453 and 454 each have an optical band filter (not shown in the figure) for interference suppression in the optical part 453 a and 454 a, the filter assigned to the IR camera 453 b together with the selection of suitable IR-sensitive CCD -Elemente realized a narrow-band sensitivity characteristic through which in particular a large part of the heat radiation from the vehicle engines and the radiation spectrum of the IR flash unit is filtered out.

In Fig. 20 is a schematic representation of an embodiment of a control and evaluation unit of the video system 45 is shown, in which essential function groups are provided decentrally in the control unit 40 , specifically as assemblies of the video system 45 .

As can be seen in the figure, the control and evaluation unit 460 has a control signal input 460 a connected to the laser beam distance measuring device 451 , two image signal inputs 460 b and 460 c connected to the cameras 453 and 454 , one with the flash unit 452 and the cameras 453 and 454 connected control signal output 460 d, an image signal output 460 e and an identifier signal output 460 f, which can be connected to a central computer (and not shown in the figure) and / or central image memory.

A control signal processing stage 461 , in which the signal supplied by the laser beam distance measuring device 451 is conditioned as a control signal for the flash device 452 and the video cameras 453 and 454 , is provided between the control signal input 460 a and the control signal output 460 d.

The arrangement shown offers the possibility of alternative as well as sequential, basically identical, evaluation of an image I453a from the video camera 453 working in the visible region, which images the entire vehicle, and of an image I453b which essentially shows only the license plate plate Infrared working CCD camera 453 b. When both images are recorded and processed, there is a possibility for additional verification of the image content by comparing the identifiers determined from each of the images.

The image signal inputs 460 b and 460 c are each assigned an image preprocessing unit 462.1 or 462.2 , in which the primary video image I453a or I453b present at the respective input is cleared of interference, with which a preprocessed, largely interference-free image I453a ′ or I453b is carried out 'Is obtained.

The outputs of the image preprocessing units 462.1 and 462.2 are each connected to an image memory 463.1 and 463.2 . The images I453a 'and I453b' are read in the transfer of the image signals (as with the memories described below, also with deletion of the existing memory content) into the respective memory and remain there until a control input 463.1 a or 463.2 a of the memory internally or externally - as stated elsewhere - a transfer signal for transferring the stored image or the stored images to the outside (for example to the central computer) via the image signal output 460 e or until the next image is stored.

From the frame memory 463 , the images are output sequentially to an image processing unit 465 for internal further processing via a switching stage 464.1 immediately after the storage (that is to say with auto-triggering by the memory).

This includes a first pattern recognition stage 465.1 in which, based on a determination of the area of highest brightness in the image and / or a contour comparison with license plate features stored in a pattern ROM 465.2 (for example the rectangular outline and optionally the position and / or approximate size of one) License plate of the in the specified recording position) in the preprocessed vehicle image 453. a 'the license plate 1 / K of the vehicle 1 is found and extracted from the full image of the vehicle 1 . It can be made use of the facts before in a geous way that the special license plates with Reflexionsbe coating in a vehicle full screen also have a high brightness in visible light and that a license plate practically the only almost exactly rectangular area on a motor vehicle.

A field memory 465.3 is connected to the output of the first pattern recognition stage 465.1 , in which the extracted field I453a '/ K of the license plate 1 / K extracted in the stage is temporarily stored for further processing, separated from the rest of the image.

With the output of the field memory 465.3 and the output of the image memory 453.2 a picture signal level adjustment stage 465.4 is connected via a second switching unit 464.2 , in which with regard to optimal contrast of the two license plate images I453a '/ K or I453b and thus the best possible Recognizability of the indicator K a white level adjustment is carried out. This is done in the form of a signal level shift known as such based on a predetermined comparison level.

A second pattern recognition stage (license plate recognition stage) 465.5 is connected to the output of the image signal level adjustment stage 465.4 , the license plate images I453a ′ / K or I453b / K, which are matched with respect to the white level, are supplied and in the - in a manner known in principle via an electronic Scanning (scan) of the partial image already available in digital form - an automatic license plate identification is carried out using an OCR program.

A condition memory 465.6 and a verification level 465.7 are assigned to the number plate recognition level , with the aid of which a determined number plate is determined using conclusiveness criteria permanently stored in the condition memory 465.6 (e.g. permitted total number of characters, permitted letter-number sequences, permitted position of a hyphen) in the license plate) is subjected to a plausibility check.

If the result of the license plate read proves to be plausible, the license plate number of the vehicle picked up is available in alphanumeric form. This is then transferred to a (confirming) control signal 5465.7 (A) from the verification stage 465.7 to a control input 465.8 c of the license plate register and to a license plate register 465.8 downstream of the output of the license plate recognition stage 463.5 and stored there. In the embodiment shown, which enables the independent evaluation of the images I453a and I453b, the identification register 465.8 also has two separate memory areas 465.8 a for the identification IKa and 465.8 b determined from the image recorded in the visible area for the identification determined from the IR image I453b IKb on.

If, on the other hand, the check reveals that the automatically determined number plate does not meet the specified and stored plausibility criteria, the verification stage 463.7 outputs a lack of plausibility from the expressing signal S463.7 (B). This is fed to a control input 464.2a of the second switching stage 464.2 , via which the (IR) image of the license plate still present in the image memory 463.2 and / or the noh cim field memory 465.1 present, extracted from the full image, license plate partial image for visual display Position and further processing of the image signal output 460 e is supplied. It is used to output it to the control central computer 60 (cf. FIG. 1A), if necessary together with further data obtained in the control process.

This transmission can also be conditional. H. only if available additional or derived from the video system control signals supplied from outside. So egg output to the central computer can be prevented, if the evaluation of one of the images I453a and I453b provides plausible indicator, the evaluation of the other However not.

In the absence of plausibility of the determined license plate, in the presence of a control signal connection (not shown in the figure) between the verification stage 465.7 and the image memory 463.1 and the first switching stage 464.1 , the associated vehicle frame image can also be transmitted to the central computer in addition to the license plate field . (In the case of an alternative embodiment to the embodiment described above, in which no double identification determination is carried out, the full image is only recorded for this purpose at all.)

The image processing unit 465 further comprises a an input side to the data outputs of both Kennzeichenspei cherbereiche 465.8 a and 465.8 b associated comparator standardized 465.9, whose output is connected to the control inputs 463.1 A or A of the image memory 463.1 463.2 as well as the control input 464.1 a of the first switching stage 464.1 verbun 463.2 and that is. In the comparator unit 465.9 , according to the two characteristics IKa and Ikb in the register (ie triggered by this, but this is not shown in the figure), a characteristic comparison is carried out.

If the determined number plate does not match, an error signal S465.9 is present at the output of the comparator unit 465.9, which is fed to the image memories 463.1 and 463.2 and the first switching stage 464.1 and through which a sequential output of the overall vehicle image I453a ′ and the IR recorded in the visible range -Image I453b 'is controlled via the image signal output 460 e to the central computer for further (among other things visual) evaluation. This output can depend on the fulfillment of further conditions, ie the presence of further control signals at the switching stage 464 . 1 , be dependent, which can in particular be derived from the actual control device 42 .

The output of the number plate memory 465.8 is - via the separate number plate signal output 460 f - connected to the central control computer of the system, so that after receiving an (external) transfer control signal at the control signal input 465.8 a of the number plate register, the stored number plate can also be transferred to the central computer , if it is plausible and - in the case of the separate determination from Figures I453a 'and I453b' - there is agreement between the identified indicators. This will happen, for example, if behavior that is contrary to the norm was determined during a check and the vehicle owner's license plate is to be used to determine it.

In a modified embodiment of the video system according to FIGS . 21 and 22, a camera 454 'is additionally provided as a device for recording the active vehicle response, which is designed and installed in such a way that it is specifically designed to accommodate a predetermined area of the passing vehicles -. 21 in accordance with the range of Fig, in which the rear-view mirror of the vehicle 1 'behind the windscreen is arranged - is used. (This functionally takes the place of the receiving element 424 described above with reference to FIG. 16.)

In the area mentioned, a vignette Vig 'is attached, which visually transmits certain information about the vehicle 1 ' to the outside. This information can be, for example, information relating to the vehicle or its use or load, or expressing authorization to access a specific area (street, parking area or the like).

The recording lens 454 a 'and the design of the image converter (not shown separately) of the CCD camera 454 ' are adapted to the special purpose, with (depending on the type of vehicle module or the vignette) an inexpensive CCD arrangement with only a few lines being used can.

The control and evaluation unit 460 'is also modifi ed compared to the embodiment shown in Fig. 20, wherein with Fig. 20 matching modules are denoted by the same reference numerals as there and will not be explained again below. The distance meter 451 ', the IR flash lamp 452 ' and the camera 453 'are here in a common housing 450 ', which is attached to the mast 400 ', and the response receiver 454 ' is attached to this housing.

The modules for preprocessing and evaluation of the overall vehicle image and for determining the vehicle license plate correspond in part to those shown in FIG. 20, but who is fed here solely by the camera 453 ', which leads to changes in the memory and thus the modules for comparison of license plates determined separately from two overall vehicle images are eliminated.

Furthermore, such a design and attachment of the vehicle device or the vignette is assumed that this (s) shows a pattern that is perceptible in the IR range and facing the camera 454 '. This pattern can be formed by a sufficiently large lettering, a bar code or the like or by an infrared LED line or an LED array with specific ones that represent the information to be transmitted (possibly encrypted), the control of the individual elements his. (Details are given elsewhere.)

By the camera 454 'image I454 is supplied analog gear to above arrangement over the Steuersignalein a 460' 'and taken there in the image pre-processing unit 462 b' in the control and evaluation unit 460 kung subjected to pre-processing including Störunterdrüc.

Thereafter, the resulting image I454 'comes to a here from the license plate image processing unit 465 ' separated th, independently working second image processing unit 466 'with a pattern recognition stage 466.1 ' and the associated pattern ROM 466.2 'and a data storage 466.3 ' for the received vehicle data. In the sample ROM, optical characteristics of the Vignette Vig 'are stored, which on the one hand enable them to be found in picture I454' and at the same time enable the detection of the (possibly encrypted) information transmitted via the Vignette. The pattern recognition stage 466.1 'is constructed in the manner of a scanner known as such, the required resolution being based on the type of identification pattern used in the vehicle module or the vignette.

At the output of the separate pattern recognition stage 466.1 'there is then immediately a data set DVig' to be transmitted which is to be transmitted for further processing, which was read out in association with the identified pattern from the pattern memory 466.2 '. This data DVig 'are stored in a vignette data memory 466.3 '. If necessary. can the amount of data DVig '- together with other data obtained during the control process (for example also the image I453' and / or the determined identifier K of the vehicle 1 ) - to an external transfer signal transmitted to a control input 466.3 a 'of the memory 466.3 ' a separate vignette data signal output 460 g 'are transmitted to the central computer 60 .

In the last described embodiment, too for the evaluation of the vignette information in a similar way Way as for the identification of the license plate White balance should be provided, which means for inside the vehicle arranged vignettes Vig or vehicle modules in particular also a comparison with regard to the different Absorption properties of various windshield glass water, different inclinations of the windscreen etc. er can follow.

The structure of the video system and the processing of the images or signals are analogous if the vehicle is equipped with a vehicle device (OBU) instead of a Vignette Vig ', by means of which, as with the Vignette, a via the CCD camera 454 ' recordable information is sent to the control unit.

In a further modified embodiment, the Recording the vehicle also a camera with electrical switchable aperture can be provided with the sequentially an overall picture of the vehicle and a license plate Image can be obtained. Processing the pictures can then be similar to that described above.

A description will now be given, with reference to FIGS. 23 to 25, of the structure and operation of embodiments of a fee signal transmitter (a so-called fee beacon) which is one of the basic elements of the described system.

Such a fee signal transmitter is for fully automatic Realization of a performance or consumption related Ge  charging for the use of a traffic area (Street, parking space, inner city area etc.) also the desired compatibility with a flat rate lated fee collection in the same system that can. The device is in an advantageous training still as a component of a traffic management system and control suitable. A detailed explanation too some fields of application can be found elsewhere this description.

The illustrated in Fig. 23 in a functional block diagram Darge embodiment of a fee signal transmitter 30 is intended for use in an electronic telecontrol fee collection system (toll system).

In functional units, the device 30 first has a power supply unit 30.1 , the solar cell panels 301 a and 301 b, a buffer battery 302 , a 220 V mains connection 303 and a switching and control unit 304 and via which an autonomous and reliable power supply for everyone Functional units is secured. The assignment of the mains connection 303 takes place depending on the amount of the installation effort required under the specific conditions.

The individual internal power supply lines of the device tes are hal in the figure for better clarity Not shown.

Furthermore, a telephone connection 305 , an FM reception antenna 306 and a UHF transmission antenna 307 are provided for realizing connections to various other modules of an overall system. Via the telephone connection 305 , the data obtained in the device 30 can be transmitted to further charge signal modules and / or a system center, u. However, this can also remain unoccupied.

Via the VHF antenna 306 , data can be received from the system center, and via the UHF transmitting antenna 304 , fees and, if necessary, other signals are sent out, which pass through the device with a corresponding vehicle (described elsewhere) advises equipped vehicles can be received.

As a VHF receiving antenna 306 a short rod antenna with a rod length of 300 mm is used, as UHF-Sendean antenna 307 a 5λ / 8 blocking antenna for the 70 cm band (the frequency range 425 ... 440 MHz).

With the output of the VHF reception antenna 306 a conventional integrated FM receiver 308 is connected to the downstream RDS decoder 309 , via which data transmitted by means of the known RDS system to the charge signal module 30 - for example the current charge amount, for time correction or similar - received and decrypted. The modules 306 , 308 and 309 mentioned together form a receiving unit 30.2 of the device.

The received data arrive at an internal interface 310 , via which the output of the receiving unit 30.2 is connected to the core of the device, a control unit 30.3 .

The control unit 30.3, which is designed as a microcomputer, comprises, in a manner known per se, as functionally essential construction groups, an 8-bit microprocessor (controller) 311 with a clock frequency of 20 MHz, a program memory (PROM) 312 and a working memory (RAM) 313 , two further ones Interfaces 314 , 315 for connection to an external programming device or computer or with the transmitter unit 30.4 described below and a timer and clock generator (a quartz or radio clock module) 316 .

In addition, there is an input buffer 317 on the input side with the interface 310 and on the output side with the controller 311 for the last RDS data block received, and an output buffer memory connected on the input side with an output of the controller 311 and on the output side with the transmitter interface 315 318 for the respective valid transmission (fee) telegram and an identification data memory (PROM) 319 connected on the input and output side to the controller 311 , in which - preprogrammed - identification data of a special module 30 (located at a specific location) are stored.

The mode of operation of the device is of course determined by the software implemented, which reflects the specific design of the respective system. Basically, the controller 311 controls, using the processing programs available in the ROM 312, the data in the RAM 313 , the input buffer 317 and the identification data memory 319, as well as time signals provided by the timer 316, the formation of a charge data telegram, which is sent to the interface 315 provided. This processing also includes the extraction of information specific to a particular device from the RDS data block using the identifier of the device in question in the identification data memory.

The transmitted telegram contains at least the identifier (number) of the special device 30 and a fee amount information, but can also be constructed much more complex. Details can be found below and in the description of an embodiment of a toll system elsewhere.

The transmitter unit 30.4 includes, in addition to the UHF transmitter antenna 307 described above, a known as such, integrated FM modulator and transmitter stage 308 with an optionally adjustable to 433 or 450 MHz transmission frequency, a channel grid of 25 kHz, a modulation stroke of 1.75 kHz and a transmission power of 10 mW (at 50 Ω).

The mechanical structure of the fee signal transmitter 30 in the embodiment as a stationary fee beacon is shown below with reference to FIG. 24. The main parts of the mechanical structure are an aluminum or steel mast 300 a, a (with the exception of the solar cell panels) the power supply 30.1 containing the first device housing 300 b arranged at the base of the mast 300 a and a receiver in the upper part attached to the mast. and transmission stage 30.2 and 30.4 and the control unit 30.3 accommodating the second device housing 300 c made of plastic. At the top of the mast - approx. 3.5 m above the ground - are the UHF transmitting antenna 307 , somewhat below the solar cell panels 301 a and 301 b and below that the VHF receiving antenna 306 . In the embodiment shown, the mast 300 a is screwed to a guard rail construction B when used on a freeway, preferably on the median strip M next to a carriageway R.

In alternative designs, the device can be combined in one anchored separate foundation or - especially for mo cheap use - can also be attached to a stand.

In Fig. 25, a further embodiment of a charge signal transmitter is shown as a block diagram, which provides additional information for passing vehicles as a component of a correspondingly expanded overall system. The system assumed here - in the sense of an example - is described in more detail elsewhere in the description. For the structure and function of the further developed module it is essential that it has additional (local) sensors and a bidirectional connection to the system center as well as extended data processing options.

The construction groups of the charge signal transmitter 30 described above with reference to FIG. 23 are essentially also present in the modified device 30 '; these are designated with corresponding reference numerals in FIG. 25 and are not explained again below.

In addition to these assemblies, a temperature sensor 320 'arranged close to the ground and a (as such known) reflection light barrier unit 321 ' are provided for detecting passing vehicles. The outputs of the temperature sensor 320 'and the light barrier unit 321 ' are connected to the interface (modified for the connection of these sensors) 310 '.

The measured values of the temperature sensor 320 'are queried cyclically by the controller 311 ' and fed to a comparator unit 322 , in which they are subjected to a comparison with a predetermined limit value (approximately + 2 ° C). If this value is undershot, the comparison unit outputs a signal to the controller 311 ', which is taken into account by the controller when forming the current data telegram at a designated bit position. In this way, a black ice warning is included in the omnidirectionally broadcast data telegram, which is equipped with a system-compliant vehicle device (an OBU) with display unit, which can receive 30 'moving vehicles within the range of the device 30 '.

The registrations of the light barrier unit 321 'are a first input of a, connected via a second input to the timer 316 ' and clocked by this, counter 323 ', the output of which is connected via a modulator gate stage 324 ' to the telephone connection 305 '. The number of registrations accumulated in a predetermined time unit is periodically transmitted to the system center via the telephone network and there, together with the signals from the other modules of the system, is subjected to processing - described in more detail elsewhere.

The result of this processing may be a traffic jam message generated or a change in territorial and / or temporal fee structure set in the system and over the VHF RDS route to all fee signal transmitters radiate where the specific device a corresponding addressee code, informa tion and extracted via data telegram via the UHF Route is passed to the passing vehicles. (Parallel to this is - the presence of with RDS- Provided vehicle devices equipped with decoders - the direct transmission of this information to the Ver Traffic participants in the entire traffic area possible via VHF and also necessary for efficient traffic management. However, this does not affect the function of the charge signal transmitter and will be executed in more detail elsewhere.)

The receiving, the control and the transmitting unit 30.2 ', 30.3 ' and 30.4 'of the charge signal transmitter do not require any hardware changes in view of the extended function, but their training must include the reception and processing of an expanded RDS data block and allow the generation and transmission of an extended (fee and information) telegram with the associated coding bits for the data type (fee or information data).

The modified embodiment described is also in the In turn, the scope of the invention is varied again changeable; so other or additional measured values can be provided and in the network of modules and headquarters or other data processed and transmitted will.  

An explanation of the data traffic and thus in connection with the use of the various data memories of the system components in the above-described toll system is given below with reference to FIGS. 26 to 29.

As a starting point, a debit from a chip card 15 , which is used in a vehicle device 10 and is valid for the route traveled, is triggered when a toll station (built up from two charge signal transmitters 30 A, 30 B) is passed.

The chip card 15 has a publisher or operator code and is loaded with a certain fee amount in predetermined debit denominations. The issuer code ensures that debits are only made when driving on routes for which the toll collection with the chip card is authorized by the issuer. In the fol lowing, for the sake of simplicity, it is initially assumed that the entire toll system is to be assigned to a single operator and that the chip card is only valid for this.

The charge signal transmitters transmit permanently and non-directionally Charge data telegrams, each after a pau Repeat time for receiver synchronization.

An example of the structure of a simple charge data telegram is shown in Fig. 26: The charge data telegram TT comprises an operating mode and length identifier MLB of one byte (2 or 3 bit operating mode plus 6 or 5 bit telegram length specification), one Data block DB of n (in FIG. 12) byte size and a check block CHB of one to two (in the figure two) byte size. A byte comprises a start bit, 8 data bits and a stop bit. With the operating mode identifier, a distinction is made between charge signal transmitters 30 and control units 40 ; however, depending on the number of bits, it also offers further differentiation options, for example between stations at which additional information can be called up by the driver and those without such equipment.

According to the figure, the data block DB comprises the sub-blocks road section RNB of 3 bytes in length, fee amount TAB also of 3 bytes in length, operator code ECB of 2 bytes in length (in the one-operator system initially assumed here as a reserve block) and time / date TDB of 4 Byte length. The sub-block RNB (road section) begins with a direction bit DBi, followed by 23 bits of road section number according to a road map that are specific to the toll station. The charge level sub-block TAB comprises - which is not shown in the figure - 10 bits of the valid charge rate, two bits for the type of charge (route or time-related), 12 bits for the charge amount to be debited at the toll station and a reserve bit. The time-date sub-block comprises 16 bits for the date (year / month / day), 2 spare bits and 14 time bits (hour / minute / 10 seconds).

The content of the telegram TT is recorded by the controller 311 of the charge signal transmitter 30 from data stored internally in the identification data memory 319 (MLB, RNB, ECB) and data transmitted to the transmitter from outside (TAB, possibly also TDB) and / or internally Data (possibly TDB) compiled and is available in the output buffer 318 . The two fee signal transmitters belonging to a toll station emit telegrams that differ only in the direction bit DBi and at most - especially in stop-and-go traffic or traffic jams - in one or more time bits. The entire telegram content can be cryptographically encrypted to ward off manipulation in a manner known per se, which is not explained in more detail here.

In the first charge signal transmitter 30 A of a toll station vehicle 1 , in which the vehicle device 10 (OBU) described above is installed, the fee telegram TT emitted is received, decoded in the decoder 109 and the content - since it differs from the existing content of the Shift register 119 in the relevant section RNB differs instead of the previous content in the ses.

The transfer of the new data telegram into the input shift register 119 of the OBU 10 of the vehicle passing the first charge signal transmitter 30 A runs parallel to a pre-activation of the chip card recording and validation unit 117 by the controller 111 to one of the (telegram) comparator units 120 output control signal. The unit 117 is thus brought into a ready state.

If the vehicle 1 now passes the second toll signal transmitter 30 B of the toll station, the comparator unit 120 determines whether the telegram content stored in the shift register 119 corresponds to the relevant sub-blocks MLB and RNB with the exception of the direction bit DBi and outputs a signal reflecting the changed direction bit to controller 111 . This indicates reading out the stored telegram into the main memory, checking the agreement of the sub-block ECB with the chip card identifier and - if the agreement is confirmed - making a debit in the amount of the fee transmitted in the telegram sub-block TAB, in which Fee calculation unit 121 multiplies with a coefficient dependent on the content of vehicle data memory 105 from chip card 15 through cancellation unit 117 . Simultaneously with the reading of the telegram of the transmitter 30 A from the shift register, the telegram of the transmitter 30 B is read into it and remains there until a new telegram is received.

When a debit has been made, the data block DB of the telegram (first received) in the working memory 113 is loaded in response to a debit confirmation signal from the cancellation unit 117 into the event memory 118 of the OBU 10 , thus documenting the debiting process. At the same time, the data block or - depending on the display capacity of the display unit - the part of it relevant to the driver is displayed on the display unit 116 of the OBU until a new debit is made. At the same time, the remaining amount remaining on the chip card is advantageously displayed.

If the vehicle does not pass the second transmitter of the toll station - for example because of a turn, accident or for whatever reason - the OBU 10 can not receive a telegram which is only present in the sub-block RNB in the direction bit DBi in the shift register 119 Telegram differs and there is no debiting (and no registration in the event memory). If another toll station is passed later, the processes described above run again.

If the OBU 10 is not in operation or is not fully functional or the chip card 15 is not inserted in the OBU 10 or is not loaded, or if the chip card code does not match the operator code of the toll system, no debit is made either. Accordingly, no debit confirmation signal is issued and the telegram transmitted by the toll station in question is not loaded into the event memory or is not provided with a confirmation note. Of course, the receipt of a control telegram that differs from the fee telegram in the MLB block does not cause any debiting. (This can, however, be transferred directly to the event memory in order to document the passing of a control point.)

Compared to the example of a fee telegram shown in FIG. 26 and explained above, various modifications in the sequence, scope and content of the data blocks are possible. Thus, the fee telegram in a modified embodiment, which is used in combined toll and information stations in the manner shown in FIG. 25, is used in addition to the above-mentioned data blocks and a driver information data block which is after the decoding of the telegram the display unit of the vehicle device contains information to be displayed in plain text for the driver, for example a black ice or traffic jam warning or the like.

If a sufficiently powerful processing unit with a corresponding working memory is used in the vehicle device, it is possible in particular to use a table-like fee telegram, which permits a route route-dependent fee collection that can be updated quickly and easily with regard to the fee amount. A schematic representation of such a fee data telegram TT 'is given in Fig. 27. A part of the data blocks corresponds to the blocks described above with reference to FIG. 26, is denoted by corresponding reference symbols and is not explained again here.

Here, a first line L1 ′ comprises an operating mode / Format block MFB ', the operator code block ECB' and Road section block RNB (act) ′ the toll booth that the Sends out telegram. The other lines L2 ′ to L (n-1) ′ each comprise a series of road section blocks RNB (ai) ′ to RNB (ni) ′ (i = 1.... [N-2]) of the one passed Toll station neighboring in a certain radius Route sections - which because of the block RNB (act) ′ ge given territorial assignment if necessary in a reduced Shape and thus block length can be marked - and an associated fee level block TAB (i) '. The last line Ln 'comprises a driver information block INB ', the date / time block TDB' and the test block CHB '. Lines 2 to (n-1) here represent conditional, each because of a certain "history" in the journey of the  Vehicle, d. H. before passing the current toll booth possibly passed sections of the route fee rates.

In a vehicle device with a correspondingly programmed Controller is initially based on the in the event memory filed - retrieved from this for this purpose - Data on a comparison of the route section numbers checked which of the in lines 2 to (n-1) of the fee rental telegram (hypothetically) specified routes from Vehicle was actually driven on, and then the in route-specific given on the corresponding line Fee amount loaded in the fee calculator and on the way explained in the description of the vehicle device processed.

In a further modified training you can also next, all of the fee levels that were passed during a trip tion and the associated, from the respective station transmitted fee values noted in the event memory become, without the immediately when passing the stations Debiting unit is activated. Instead, this will after the end of a trip or in a longer period drive break of the vehicle or on a special Formed fee beacon "billing signal" a settlement of the accrued fee values men and the total amount of fees debited. To this Ways can e.g. B. Discount rules for following be technically advantageous routes will.  

A telegram specified as a fee telegram does not necessarily have to include a fee amount block or this can represent the fee value zero. With such telegrams that do not trigger a debit, the presence of a vehicle in the vicinity of a transmitter can be registered in the event memory - which is important for applications such as those described above with reference to FIGS. 1B and 1C.

The telegram broadcast from a control point 40 to a passing vehicle can in principle be constructed similarly to the fee telegram TT shown in FIG. 26, which facilitates the documentation of the control processes and their legally relevant utilization. The mode bits in block MLB specify a control in this case, and sub-block TAB can remain empty.

However, the other operating mode identifier in the OBU 10 leads to a completely different processing of the received and decrypted telegram in the function block 10.2 instead of in block 10.3 .

As described in more detail elsewhere in the description of the OBU 10 , the reception of the control telegram initiates the activation of the response control unit 104 and the activation of the responder. A response telegram AT, which is composed of the memory content of the vehicle data memory 105 and the last line entered in the event memory 118 , is sent via the latter, the structure of which is shown in an example in FIG. 28. According to the figure, it comprises an operating mode / length block MLB (A) of one byte size, the stored data block DB of the last charge telegram acknowledged with a debit (see above), a vehicle identification block IDB with a four byte size and a vehicle technology block TCB of two bytes in length (in which, for example, the axle load class, a vehicle emission class, etc. are transmitted) and a CHB (A) test block.

When the response telegram AT is received, the control unit 42 first evaluates the mode / length block MLB (A) in hierarchical order in order to determine whether the response telegram is a telegram sent by a vehicle or an electronic vehicle vignette acts. In the former case, the data block DB is then evaluated.

Does this agree with the data block of the last one before the con toll station (where prep agreed deviations in the time bytes are permissible), the response telegram is stored in the input memory of the Kon troll device deleted without the vehicle Data blocks IDB, TCB were evaluated at all. (This also happens in the case of a - below explained - valid vignette response telegram.)

The evaluation of the data block DB of the response telegram AT represents a comparison process that takes place in the logic processing unit 440 of the control device on the basis of the data sub-blocks RNB, TAB and ECB stored in the working memory 430 of the last toll station before the control point and at least the date and hours specification of the timer 433 is executed.

If, on the other hand, there is a mismatch in the data blocks DB - which means that the data of the last toll station that was passed is not stored in the OBU, which means that the last toll station was not properly debited - the data blocks IDB, TCB and at the same time the Full frame memory of the video unit 45 is supplied with the video recording of the vehicle for evaluation, as a result of which the vehicle is identified. The evaluation of the video recording is of course also initiated if the vehicle has not sent a response telegram at all.

In the example toll system described, the use of an electronic vehicle vignette to prove use authorization is permitted as an alternative to the use of a vehicle device, which means that the control points of the system must also be able to evaluate the vignette response. An example of a vignette response telegram AT (V) of a vignette valid for all routes of an operator in a certain period of time is shown in FIG. 29.

In addition to an operating mode / length block MLB (V), this includes Vignette telegram AT (V) in data block DB (V) one Operator code block ECB - and a validity period - Block VDB and finally another test block CHB (V).

In the logical processing unit 440 of the control device 42 according to FIG. 16, after the operating mode identifier has been recognized that the received response telegram is a vignette telegram AT (V), the transmitted operator code ECB with the code stored in the working memory 430 compared, and then a comparison of the data of the validity period block VDB with the current time transmitted by the timer 433 (in particular the date) is carried out. If the two tests agree, the data and the image of the vehicle are deleted; If, on the other hand, there is no match, the data are transmitted to the central control computer, the recording is evaluated and the result is also transmitted to the central office.

If a vignette is not to be used for all routes in a district Area or routes can still be valid identifiers in the telegram are provided in the control area advises a comparison with that in RAM saved route identifier of the route on which the Kon trolling device is set up, are evaluated.

Optionally, the vignette telegram can additionally include a vehicle feature block in which, in the event that the vignettes are issued at prices staggered according to vehicle classes, vehicle class features of the vehicle class to which the vignette applies are transmitted. However, this case requires a more complex video unit and / or the provision of additional sensors at the control point, which are designed to recognize the corresponding features. (Such a control unit designed to detect the axle load of passing vehicles is described elsewhere with reference to FIG. 18.)

The invention is not restricted in its implementation to the preferred embodiment given above game. Rather, a number of variants are conceivable which of the solution shown also in principle makes use of different types.

So the receiver and / or transmitter of the vehicle device tes or the vehicle vignette and according to the fee ren- or control signal transmitter and / or the response signal control unit receiver in another world len range, such as the long wave range, or due to ductive coupling are operated, and it is also possible Lich, the same wavelength range or the same physica Operating principle for receivers and transmitters bring to.

The processing and storage explained in the examples Cherbaugruppen can also in other ways, in particular with larger storage capacity, other storage organizations tion, as specially configured customer-specific circuits etc., be realized.

Claims (15)

1. Transmitter for sending fee signals or control signals for use in an arrangement for the automatic collection of fees for the use of a traffic area in moving vehicles, characterized in that a girder mast provided with a Stromver supply unit attached to this and a the electronic construction groups a fee or control signal transmitter receiving housing is connected to the mast or the power supply unit. 2. Transmitting unit according to claim 1, characterized ge indicates that on the mast, in front preferably in the upper area, a fee or Control signal transmission antenna is attached. 3. Sending unit according to claim 1 or 2, characterized characterized that with the mast, preferably at the top, an FM reception antenna is connected. 4. Transmitting unit according to one of the preceding claims, characterized in that the Trä  germast at least one electrically with the electricity supplier unit connected solar cell panel is attached. 5. Transmitting unit according to one of the preceding claims, characterized in that with the Carrier mast connected to a stand and the electricity supplier supply unit is arranged in the area of the stand. 6. Transmitting unit according to one of claims 1 to 4, there characterized in that on the carrier mast Means for attachment to an external support con structure, especially a guardrail construction, are provided. 7. Transmitting unit according to one of the preceding claims for use as a control unit, thereby ge indicates that at least on the mast an image capture device is attached. 8. Transmitting unit according to claim 7, characterized ge indicates that a on the mast Distance measuring device associated with image recording device is attached. 9. Transmitting unit according to claim 7 or 8, characterized characterized in that on the mast a  Illumination device assigned to the image recording device is consolidated. 10. Transmitting unit according to one of claims 7 to 9, there characterized in that a housing an electronic assigned to the image recording device Control and processing unit on the mast or the Power supply unit is attached. 11. Transmitting unit according to one of claims 7 to 10, there characterized in that at least two of the parts image recording device, lighting device, Distance measuring device and control and processing unit are housed in a common housing, which is attached to the mast. 12. Transmitting unit according to one of the preceding claims, characterized in that several Imaging devices are provided. 13. Transmitting unit according to one of the preceding claims, characterized in that the Trä germast acquisition means for the acquisition of traffic data or a traffic-relevant environmental parameter are brought.   14. Sending unit according to claim 13, characterized ge indicates that the detection means a Photoelectric barrier device for counting passing Include vehicles. 15. Sending unit according to claim 13 or 14, characterized characterized that the detection means a temperature measuring device for measuring the soil or Air temperature and / or a device for measuring the Have a chemical substance in the air.