A method of collecting toll fees for vehicles using toll routes

Background of the invention

0001The invention relates to a method of charging toll fees for vehicles using toll routes according to the preamble of claim 1 and to an assistance server according to the preamble of claim 14.

0002In a plurality of countries in Europe and other parts of the world, for using high order roads, e.g. expressways or motorways, tolls have to be paid. In some conventional toll road systems, the entrances to the toll roads are provided with toll stations. A driver entering the toll road has to stop at the corresponding entrance toll station. In the most simple alternative, he has to pay an amount of money allowing him to drive up to a next toll station or up to the end of the toll road. In a more complex traffic network, at the entrance toll station he gets a receipt, identifying this entrance. Every exit is equipped with exit toll stations. The driver passing an exit has to pay a toll depending on the distance between entrance and exit. To avoid any fraudulent use, the exit stations are often permanently manned.

0003The above method of manual payment however is cost-intensive due to the high personal effort and it has a negative impact on the traffic flow, because all vehicles has to stop at each toll station. The above method is even more difficult if different vehicles types are treated differently.

0004Therefore, in some European countries, automatic toll systems have been developed. In Germany, a company named TollCollect has been developed a system, wherein the vehicles to be charged are equipped with an intelligent on-board unit combining mobile terminal and a satellite positioning system. Today's positioning systems like the well known Global Positioning System (GPS) precisely track the position of a vehicle to within a few metres. The entire network of toll roads is stored in the on-board unit. Using the positional data received from the positioning system and performing a so-called map matching, the unit determines whether the vehicle is travelling on a toll road and automatically calculates the toll amount based on the stored vehicle information and the actual number of kilometres travelled. The on-board unit automatically communicates with a toll control centre, sending toll information for charging the toll fees e.g. to the transport company's account, the vehicle belongs to. A stationary enforcement is realised by control bridges or gantries equipped with microwave or infrared sensors detecting approaching trucks. The resulting data is evaluated and compared to the information stored at the control centre.

0005If the vehicle is equipped with an on-board unit, access to the toll road system is carried out fully automatic. Alternatively, if the vehicle is not equipped with an on-board unit, access to the toll system can be granted manually either via the Internet or at a point of sales. For registering via the internet, the user contacts a toll server for receiving an electronic form or web form. Therein, he inputs the starting point, the end point, identification data and vehicle data. After receiving and checking the completed web form in the toll server, the user receives a receipt to be printed out. This paper receipt representing a permission document (permit) is to be carried with the driver.

0006A toll system based on intelligent on-board systems only needs a minimum of fixed infrastructure. Moreover, such an approach allows for a provision of additional services, e.g. vehicle tracking. However, the drawback of a such a system is, that cost intensive on-board units have to be installed in all participating vehicles. The result is, that only vehicles frequently using the toll system will be equipped with such an on-board unit, as long as this is not mandatory. Other vehicles will use a manual access as above described.

0007A manual access however requires a route decision before starting. Interrupting or changing a booked route requires a complicate effort comparable to the initial booking in order to cancel a part of the route and change the routing planned before the start of the trip.

Summary of the invention

0008It is thus the object of the present invention to propose a low-cost and convenient in-vehicle access to a toll system without neither using an expensive on-board unit (OBU) nor requires for leaving the vehicle in order to book a toll-route by fixed terminals.

0009This object is achieved, according to the invention, by a method according to the teaching of claim 1 and an assistance server according to the teaching of claim 14.

0010The basic idea of the invention is, that a terminal of a mobile network, further referred to as mobile terminal or vehicle terminal, is used as on-board unit as counter part to the fixed infrastructure of a toll collect system.

0011Before accessing a transport network, e.g. a highway system or a single toll road, being subject to road charge, the vehicle driver activates the mobile terminal for sending an access request to an assistance server. The assistance server is mediating between a number mobile terminals, each associated with a vehicle, and a toll control arrangement, that grants access rights to the transport network. The assistance server then waits for a further information related to said vehicle. This information might be an acknowledgement sent from the mobile terminal, if an access point to the toll network is reached or passed Alternatively this information might comprise the actual location of the mobile terminal and thus the vehicle. The assistance server evaluating this information for whether a booking (log-on) is to be initiated. If so, the assistance server initiates a communication with the toll control arrangement, booking into said transport network and receiving from toll control arrangement a receipt information allowing the vehicle the access to into the toll transport network.

0012In a further development, the assistance server has access to a data base, wherein the geographical locations of a number of decision areas (at least one) of the transport network are stored. The assistance server, on demand or automatically within certain time intervals, receives the actual location of the mobile terminal and determines whether one location area is reached (entered) by the vehicle. Once the decision area is reached, the assistance server contacts the toll control arrangement, booking for the vehicle the access to the toll road.

0013In a further development of the invention, the request for an access to the transport network comprises a route selection identified by at least a starting point and an end point. The assistance server identifies one or more possible routes and divides said route(s) into a set of route sections assigning to the route sections (or to a part of the route sections) each one decision area. If one of the decision areas has been reached by the vehicle, the assistance server contacts the toll control arrangement and books the assigned route section.

0014In one embodiment of the invention, for sending said access request, the mobile terminal downloads an electronic form from the assistance server, said form to be visualised on the terminal's display, that requests the vehicle driver to enter access information. Receiving this information in the assistance server, it is checked, whether said access information is consistent and complete. If this check is positive, , the assistance server sends an access request for this vehicle to the toll control server and receives a corresponding booking receipt.

0015In a further development, the electronic form comprises a request for choosing a payment method and wherein the assistance server further checks, whether a valid payment can be effected and only sends the access request for this vehicle to the toll control arrangement, if said check was positive.

0016In yet a further development, the assistance server manages different accounts each assigned to one vehicle (or a set of vehicles of one carrier) debiting said account corresponding to the bookings for this vehicles (or set of vehicles). A further account assigned to the assistance server used for a payment relation between the assistance server and toll control arrangement. The toll control arrangement might have assigned each one account for different assistance service providers, each of them operating one or more assistance servers. Each of these accounts is debited according to the bookings of all the vehicles served by the corresponding assigned assistance service provider.

0017Further refinements of the invention are to be found in the dependent claims and in the description below.

Brief description of the drawings

0018The invention is explained further below with the aid of the accompanying drawing: <dl id="dl0001" compact="compact"><dt>Fig.1</dt><dd>shows a toll collect system with an assistance server according to the invention,</dd><dt>Fig.2</dt><dd>shows an exemplary transport network with route alternatives each divided into route segments and</dd><dt>Fig.3</dt><dd>shows exemplary geographical areas associated to route segments of Fig.2.</dd></dl>

0019Fig.1 shows a toll collect system for a vehicle transport network, preferably a road highway system, comprising a toll control unit TCU, the internet INT, an assistance server AS, a mobile network MN, a mobile terminal MT and a vehicle VE. A dotted arrow between the vehicle VE and the mobile terminal MT symbolises an affiliation of the mobile terminal MT to the vehicle VE. The mobile terminal MT therefore might be fixed to the vehicle, removable mounted or only carried within the vehicle VE. An access request information I1 is sent from the mobile terminal MT to the assistance server AS, an acknowledgement information I2 is sent too sent from the mobile terminal MT to the assistance server AS, a booking request information I3 is sent from the assistance server AS to the toll control unit TCU, a receipt information 14 is sent back from the toll control unit TCU to the assistance server AS that forwards this information as forwarded receipt I5 to the mobile terminal MT.

0020The assistance server AS might comprise a single computer unit or might comprise different hardware units communicating over dedicated lines or over a network, e.g. the internet, thus forming a server system. Similarly, the toll control arrangement might comprise a single computer unit, based on a single hardware device or a set of different hardware devices (data bases, interface drivers, processing units etc) or might comprise a plurality of distributed computer units communicating to each other over dedicated lines or over a network, e.g. the internet.

0021In a preferred embodiment, a conventional cellular phone or terminal with Wireless Application Protocol (WAP) access is used as vehicle terminal MT. The vehicle user requests a WAP-service from a WAP server AS of a toll service provider. This provider might be one of a plurality of registered subscribers of the toll system.

0022Using the vehicle terminal MT, the user starts contacting a WAP server, e.g. by entering the IP address or entering a so-called Unified Resource Locator (URL), and receiving a WAP form displayed on the terminal's display. Within this form, e.g. vehicle data, vehicle or driver identification data and a route selection might be entered. The route selection is preferably carried out by selecting a start point and an end point. Alternatively it can be foreseen to (optionally) enter additional points or a road number for a further selection specification. Pressing a return key or any key defined for acknowledge, the completed form is send to the WAP server AS, serving as access request information I1. The visual appearance of this form might be identical or similar to the form provided over internet or to point of sales of the toll collect system.

0023After a completeness and/or consistence check of the received input, the assistance server AS waits for an access information I2 indicating, that the vehicle is entering or has entered an entrance to the transport network TN. In one first embodiment, this information is simply an acknowledge message initiated by the driver when approaching the entrance or any other defined landmark. In a second embodiment, the access information comprises the actual location of the vehicle or the mobile terminal respectively. In this case, the assistance server compares this information with a location area information preferably assigned to the toll entrance. If the location information matches to the area information, the assistance server AS sends a corresponding booking request I3 for the corresponding vehicle VE to the central toll server or toll control unit TCU. This server sends back to the assistance server AS a digital receipt I4, that permits the driver to enter the corresponding toll route. The receipt preferably comprises an enforcement control number. The assistance server AS performs a protocol translation and forwarding this receipt to the mobile terminal MT, that stores said forwarded receipt I5 in a memory. The driver can legally start his trip. In the case of a manual enforcement check (control by toll-control personal), the electronic receipt can be loaded onto the toll terminals display. Additionally, the vehicle might be equipped with a mobile printer, e.g. connected via a so-called Bluetooth interface or via an infrared interface to the mobile terminal.

0024The access request sent by the mobile terminal preferably comprises vehicle and/or mobile terminal identification data and further vehicle data like the number of axles or the weight of the vehicle VE.

0025It is possible, that some further information exchange between the mobile terminal MT and the assistance server AS is necessary, before the access request is accepted by the assistance server AS . In one development, if, the assistance server identifies more than one possible routes matching to the request. In this case, the assistance server might choose one preferred route and ask for an additional acknowledgement by the driver.

0026The forwarding of the receipt I5 can be effected by a so-called short message service (SMS), an e-mail, a WAP page or in form of any other electronic message.

0027Alternatively, e.g. if the receipt was not stored properly within the mobile terminal MT or was not yet received due to any delay, the toll-control personal may contact the assistance server AS, the assistance server AS having stored the receipts of all vehicles that are served by the corresponding assistance service provider. Therefore, the toll control personal transmits identification data (e.g. the vehicles licence number) to the assistance server that returns the receipt(s) stored for the identified vehicle.

0028In a further embodiment, the WAP server requests to choose a payment method. Payment methods might be a well known pre-paid service, any online payment method or any conventional bank account debiting method. The WAP server checks the payment, e.g. contacting a clearing house, before sending a booking request I3 to the toll control server. As described above, the assistance server in a further development manages different accounts each assigned to one vehicle (or a set of vehicles of one carrier) debiting said account corresponding to the bookings for this vehicles (or set of vehicles). A further account assigned to the assistance server used for a payment relation between the assistance server and toll control arrangement. Thus, subscriber charging can be kept separately from the route booking.

0029In the following, an additional service is proposed, that allows for a interrupt or a change of a planned route of the trip without any need to cancel a booked part of the route and to book an alternative not yet booked part of the route.

0030Fig.2 shows an exemplary transport network TN with two alternative routes between a starting point or first point P1 and an end point or fifth point P5. A first alternative route consists of a first route section S12 stretching between the starting point P1 and a second (segment intersection) point P2, a second route section S23 stretching between the second point P2 and a third point P3, a third route section S34 stretching between the third point P3 and a fourth point P4 and a fourth route section S45 stretching between the fourth point P4 and the end point P5. A second alternative route comprises similarly the first and the second route sections S12 and S23, but branches at the third point P3, denoting a road branch, over a fifth route section S36, a sixth point P6, a sixth route section S67, a seventh point S7 and an eighth route section S78 to the end point P8. The points P4 and P6 denote exemplary road exits.

0031Fig.3 exemplary shows a first (geographical) decision area A12 associated to the first route segment S12 and a second decision area A23 associated to the second route segment A23. Not shown in this figure, for each route segment or for selected route segments shown in Fig.2, a decision area might associated.

0032These area might be covering the whole segment or only part of the segment, e.g. the centre part. It is also possible, the decision areas are positioned around corresponding segmentation points P1- P8 or ahead of an entrance to a toll route. It is also possible, that two ore more decision areas are assigned to one route segment.

0033The decision areas might be described as any mathematical figure. In the easiest embodiment, an area is described as a circle defined by its centre co-ordinates and a certain radius distance. One area might also be composed of a set of overlapping circles.

0034Before a trip, the driver decides for a route and enters said route, preferably by entering the starting point P1 and the end point P5 into the electronic form. The mobile terminal MT transmits an access request information I1 with said choice to the assistance server AS. The assistance server identifies a selected route and divides this route into a set of route segments S12- S45. A route segment can consist of a road part between exits and or branches. However, the assistance server AS orders or books from the toll control unit TCU not the whole selected route, but only the actual or next segment and sends a corresponding receipt back to the terminal. This service requires a location information, that allows for a reliable localisation with a certain granularity. If e.g. two exit points within a toll transport network have a minimum distance of 1 kilometre, it is sufficient to use a localisation system with a granularity slightly below, e.g. with an accuracy of about 900 meters to unambiguously identify each exit point by its location.

0035For a determination of the actual location of a cellular mobile terminal, several methods are known. In cellular mobile radio network like the GSM (Global System for Mobile Communications) network, the covered area is divided into so-called geographical areas. As soon as a terminal leaves one geographical area of the network and enters a new geographical area, the corresponding subscriber and the new geographical area are noted in a so-called Visitors Location Register (VLR) of the GSM infrastructure. This information now can be used for localisation services. However, depending the network, said geographical areas might cover a rather big region.

0036A further known method to effect a substantially more accurate location is a so-called base station triangulation. EP 1111403 e.g. therefore discloses a method for a localisation of mobile terminals, wherein the base stations of the mobile network each send out time synchronised pilot signals. A terminal receiving the pilot signals of at least three base stations is able to determine a relative position by determination of the signal running time differences between each the pilot signals.

0037Differently to the methods described above, the location by means of signals received from satellites, e.g. satellites of the Global Positioning System (GPS) is carried out autonomously by the GSM receiver. The GSM receiver comprises satellite signal receiving means for receiving signals of different satellites and position calculation means, that are able to determine the receivers position, if at least three satellite signals are received simultaneously. The GPS receiver can be located e.g. in a handset together with the mobile terminal or installed remotely communicating via a bluetooth connection with the terminal.

0038If the actual location is determined within the mobile network MN, this information is passed from the network, e.g. a location server, to the toll system either after a request by the toll system or periodically. If the actual position is determined within the vehicle VE, this information is also passed either on demand or periodically to the assistance server AS. If the position is transmitted on demand, the assistance server AS preferably sends corresponding demands only in time slots, wherein the vehicle is estimated to approach or pass an intersection point or a decision area.

0039For determining, whether a vehicle VE is passing or has passed a decision area, a mathematical calculation might be carried out to determine, whether the data representing the actual geographical position of the vehicle denotes co-ordinates inside said decision area. Thereby defined tolerances or uncertainties of the location system might be taken into account. A booking of a new section can be carried out directly after the vehicle was located inside a decision area, or can be carried out only behind a certain distance within said area. If a booking should be performed after a road branch P3, the determination areas associated to the corresponding different route segments are preferably arranged such, that a reliable determination can be made, which of the alternative routes behind said branch was taken by the vehicle VE, before a further route section S34 or S36 of the chosen route is booked accordingly.

0040It is possible, that the subscriber requests a unambiguous route, e.g. if no branches exist or if sufficient additional intersection points are determined by the subscriber. However, in a dense transport network, often multiple alternative routes are available. The assistance server AS preferably identifies a set of acceptable possible routes (in terms of time or distance) matching to the route selection received from the mobile terminal MT during the initial communication, determines for each identified route the corresponding toll costs and proposes a preferred route with the least costs.

0041Alternatively, a route with the least estimated travel time is proposed or a route that fulfils both requirements of cost saving and time saving. Moreover actual traffic conditions might be taken into account, when estimation the travel time.

0042The toll collection according to the invention can be based on location based services available with an existing or future cellular networks (GSM, UMTS, GPRS etc ) or can be based on existing or future satellite navigation systems. Using the location information can be based on the same security rules as the rules incorporated in existing intelligent on-board units offered in the above describes TollCollect system.

0043In a further embodiment, the mobile terminal is further equipped with a dedicated short range communication (DSRC) module. This allows for a communication of the mobile terminal with a fixed installation. The mobile part of this communication system might be a simple passive tag, that is energised by a certain electromagnetic field sending back an a signal when a tag reader is passed, the signal uniquely identifying the tag and thus the vehicle. This device allows an automatic enforcement control "on the fly" without stopping the vehicle VE for the convenience of the driver and the enforcement personal. The short range communication is preferably based upon a well known Dedicated Short Range Radio Communications (DSRC) standard.

0044Therefore, the assistance server AS receives, as described above from the mobile terminal MT, identification data identifying the vehicle VE, and/or the mobile terminal during the access request procedure. As soon as a toll route is being accessed, the assistance server AS forwards said identification data, or a part of said data, to a supervision or enforcement server, that temporarily stores said data in a vehicle identification data base. Short range communication receivers mounted on enforcement bridges along to roads are connected to said enforcement server. The vehicle, equipped with a short range communication sender, transmits to an enforcement bridge the same identification data as sent initially by the mobile terminal MT. The enforcement server receiving the identification data from the short range interface, searches the identification data base for an identical identification. If this search is positive, the vehicle is booked in correctly. If the search was negative or if identification data was missing either from the mobile terminal or from the short range interface, an information for the enforcement personal can be generated.

0045In a further development of the invention, the assistance server AS identifies the location of a short range communication receivers ahead of the vehicle and sends the identification data to said enforcement server only just before the vehicle VE is approaching said short range communication receiver. This reduces the amount of identification data to be stored temporarily at the same time within the enforcement server.

0046Moreover, short range communication might help to locate a vehicle in difficult areas like tunnels or transport network nodes.

0047The toll control unit TCU and the assistance server AS can be the same provider or partner-providers which might be connected via a dedicated connection or via a communication network like the internet. The assistance server AS can be installed at user groups or at a big forwarder itself under the process-control of toll control unit TCU.

0048The method according to the invention might be used as a stand alone solution for granting access to vehicles entering a toll network. Alternatively, this method might fill the gap in a toll system with one part of vehicles equipped with intelligent on-board units and another part of vehicles not equipped.