Method for determining a distance, system and computer program

Abstract

A method is specified for determining a distance (W) traveled by a vehicle (2), in particular a taxi or rental car, wherein a travel signal (F) quantifying a movement of the vehicle (2) is provided via an onboard interface (4) of the vehicle (2), wherein a distance signal transmitter (6) and a counting unit (8), namely a taximeter or odometer, are implemented for the vehicle (2) by means of a software-based system (2) which calculates the distance (W) based on the travel signal (F). The system (40) has a terminal device (12) which is connected to the onboard interface (4) of the vehicle (2) and receives the travel signal (F), wherein the terminal device (12) outputs the distance (W) or a value derived therefrom. A system (40) and a computer program are also specified.

Description

The invention relates to a method for determining a distance travelled by a vehicle, in particular a taxi or rental car. The invention further relates to a system and a computer program in this context.A taxameter is usually used to determine the fare of a taxi trip. The taxameter together with a distance signal generator forms a corresponding measuring device which is then installed in a vehicle. The distance signal generator and the taxameter are each hardware which is fixedly installed in the vehicle and is individually adapted to the latter. The travel distance signal generator detects the movement of the motor vehicle and provides the taxameter with a corresponding signal. The taxameter then calculates the distance travelled by the vehicle on the basis of the number of transformed, standardized pulses of the distance signal transmitter. The taxameter also calculates the price of travel to be made for a trip based on the distance and optionally in conjunction with the travel time and displays this price of travel.The distance signal generator has hitherto been a component installed in the vehicle at the manufacturer's end, which component is connected to a taxameter by cable. The route signal generator is special equipment which cannot be retrofitted regularly and which is offered from the factory only by a few vehicle manufacturers and then also in each case only for a few vehicle types. Vehicles without a route signal transmitter thus far cannot be used as a taxi. The selection and number of vehicles usable as taxis is thus limited and also decreases, since fewer manufacturers offer the special equipment mentioned. In addition, the equipment of a vehicle with a route signal transmitter may also result in a greatly increased purchase price for the vehicle. Finally, the taxameter and the distance signal generator are strictly regulated. The taxameter must also be calibrated regularly. Therefore, alternative solutions cannot be realized easily and must in any case meet applicable legal requirements.The above applies analogously to a rental car instead of a taxi, wherein then instead of a taxameter an odometer is used which calculates and displays the travel distance. The odometer must also be calibrated regularly.Reference is made to U.S. Pat. No. 2016 / 0 370 202 A1, U.S. Pat. No. 2014 / 0 067 195 A1, U.S. Pat. No. 5,917,434 A and WO 2019 / 238 146 A2.Reference is also made to the article "Taxameter" under https: / / www.ptb.de / cms / ptb / fachpartungs / abt1 / fb-13 / ag-131 / taxameter.html and the "information on technical specifications for a route distance signal transmitter as a sub-device under § 1 (5) MessTM" (doi: 10.7795 / 520.20171120, also https: / / oar.ptb.de / resources / show / 10.7795 / 520.20171120).Against this background, it is an object of the invention to simplify the determination of a distance (in particular calibrateable distance) which is covered by a vehicle. In particular, the use of a vehicle as a taxi or rental car is generally to be simplified. The conversion of a vehicle to a taxi or rental car should be possible on the user side, i.e. on the operator side of a taxi or rental car service, as simply as possible and / or for as many vehicles as possible. Furthermore, an alternative to the distance signal generator installed on the manufacturer side is to be specified, in particular in combination with a counting unit, i.e. a taxameter or distance counter. For this purpose, a corresponding method, a system and a computer program are to be specified.One or more of the stated objects are achieved according to the invention by a method with the features according to claim 1, a system with the features according to claim 13 and by a computer program with the features according to claim 14. The explanations in connection with the method also apply analogously to the system and the computer program and vice versa. If steps of the method are implicitly or explicitly described below, advantageous configurations for the system result from being designed to execute one or more of these steps, and advantageous configurations for the computer program result from having commands which cause a system, especially a terminal thereof, to execute one or more of these steps.A core aspect of the present invention is in particular to realize the odometer and the taxameter or the odometer, i.e. generally the counting unit, as largely as possible as software, i.e. as a computer program which is optionally divided into a plurality of part programs, e.g. a part program for the odometer and the counting unit each. Instead of the typically used hardware, which serves only for this purpose and represents special equipment, the route distance signal generator and the counting unit are now realized virtually and are therefore not bound to a specific component. Rather, the virtual route distance signal generator and the virtual counting unit can be realized by means of basically any desired and typically generally available terminals, in particular computers such as a smartphone, tablet, laptop, etc. Since the distance signal generator and the counting unit together form a measuring device, this is also correspondingly a virtual measuring device which is also capable of calibration.The method according to the invention serves for determining a distance travelled by a vehicle. The vehicle is in particular a taxi or rental car. In the following, a taxi is assumed without limiting generality, but the explanations relating to this also apply to other vehicles having a counting unit. A taxi in the transportation industry is an occasional passenger transportation means whose driver conveys a passenger to a desired destination for payment. Payment is typically made on the basis of predetermined tariffs in conjunction with the route determined. In general, the vehicle is used in particular for passenger transportation and / or is a passenger car.Firstly, a driving signal (e.g. wheel speed, mileage or comparable) is provided via an onboard interface of the vehicle, which signal quantitates a movement of the vehicle. The forward movement of the vehicle has the result that the latter covers a certain distance, so that the distance can basically be determined on the basis of the driving signal. This route then serves in particular as a basis for billing with a passenger. The driving signal is basically an indicator of whether and how the vehicle is moving.An odometer and a counting unit (namely a taxameter or odometer) for the vehicle are now implemented by means of a software-based system, which calculates the odometer based on the driving signal. In other words: the functionality of a route distance signal transmitter and a counting unit are realized in the present case by means of a computer program which, in conjunction with a terminal device, forms a software-based system. In one possible embodiment, the computer program is executed completely on the terminal. In another embodiment, the system also has a server which is connected to the terminal, for example via the Internet, and the server and the terminal each execute a part of the computer program. Due to the use of a computer program, the system is software-based. In one possible embodiment, the computer program is formed by a plurality of subprograms.An essential part of the computer program is the calculation of the route based on the driving signal. In other words: the driving signal is an input parameter of the computer program and the route or a variable derived therefrom, for example a fare, is an output parameter of the computer program. The method is thus in particular a computer-implemented method. The computer program is preferably implemented by means of a so-called app or a progressive web application (PWA). The system preferably also comprises a server, which the terminal device accesses, for example, by means of a browser, in particular in the case mentioned of using a PWA. Preferably, the computer program also implements a surface (also: GUI=graphic user interface) for displaying and / or operating the virtual counting unit and optionally also the virtual route signal transmitter.The now virtual route distance signal generator calculates, in particular, a route distance signal based on the driving signal. The distance signal generator thus interprets the travel signal and calculates a corresponding distance signal, which then enables an actual measurement of the distance travelled. The route distance signal generator, as it were, converts the vehicle-specific driving signal into a signal that can be used for a taxameter, namely the route distance signal, and passes it on to the virtual counting unit. The counting unit then calculates, on the basis of the distance signal, the distance which the vehicle has covered. The distance travelled is thus determined. Optionally, the counting unit derives from the distance a quantity which is to be output in addition to or instead of the distance and is referred to as "derived quantity". The distance signal generator and the counting unit together form a measuring device, which in the present case is correspondingly a virtual measuring device. This measuring device is also capable of calibration, in particular. More precisely, the counting unit is capable of calibration, but the distance signal generator does not have to be calibrated and therefore does not have to be capable of calibration.The system also includes a terminal (specifically, general purpose or general purpose device) which is connected to the onboard interface of the vehicle and receives the drive signal. The terminal then finally also outputs the route or a variable derived therefrom (see above), e.g. a fare. The output is preferably effected visually by the terminal itself, but other types of output, for example acoustically or via a separate output device, are also suitable in principle. For the output, in particular the aforementioned surface is used, which for this purpose correspondingly has one or more output elements, e.g. in the form of text fields.An important advantage of the invention is in particular that the distance signal transmitter and the counting unit (in combination: measuring device) no longer have to be provided by the manufacturer and as special equipment, but rather are present as a computer program which is executed on any device (server or terminal) and can be operated from any terminal. Since an onboard interface of the vehicle which is typically already present per se is also suitably used, basically any desired vehicle can thus be used as a taxi or rental car overall.In principle, a distance signal generator in a vehicle detects the distance travelled by the vehicle and provides a corresponding signal, the distance signal, as a measure of this distance to a counting unit (taxameter or distance signal generator). The counting unit calculates the distance on the basis of the distance signal transmitted by the distance signal generator. In addition, the counting unit suitably also calculates the travel price to be delivered for a trip on the basis of the calculated route and, if appropriate, further parameters such as the measured travel duration, number of people etc. and displays this travel price to be delivered. Specifically, the travel distance signal generator supplies pulses or pulse counts for the counting unit, for example, which are then counted by the counting unit in order to calculate the travel distance. The significance of a pulse (pulse significance) is also referred to as travel speed, e.g. in units of pulses / km, and is regularly individual for each vehicle and especially dependent on its tiredness. A correspondingly required adaptation in the calculation of the distance is then carried out at the counting unit with the so-called device constant, in that this is set to the travel speed of the individual vehicle. The travel speed is measured accordingly within the scope of a calibration, for example on a roller stand, and the device constant is then set accordingly.In the present case, the procedure from the interpretation of the driving signal to the output of the route or of a variable derived therefrom is now implemented by means of a computer program and generally available hardware instead of dedicated hardware. The route distance signal is thus likewise virtual, i.e. a parameter within the computer program and no longer any signal actually transmitted physically via a signal path. Nevertheless, this parameter is conveniently accessible, especially to a calibration authority for checking the correct functioning of the counting unit in a given vehicle.Expediently, a transmitting unit is connected to the onboard interface, which transmitting unit is formed separately from the terminal and which transmits the driving signal (not the route signal) to the terminal, preferably wirelessly, e.g. via Bluetooth. In a suitable embodiment, the onboard interface is a physical plug connector and the transmitting unit is a so-called dongle which is plugged into the onboard interface. The transmitting unit itself is thus physically connected to the onboard interface, but the driving signal is transmitted wirelessly from the transmitting unit to the terminal.In a first suitable configuration, the terminal is a mobile terminal, in particular a smartphone. A mobile terminal is a terminal which, owing to its size and weight, is portable without great physical exertion and can thus be used in a mobile manner. A mobile terminal is in particular still mobile even during operation itself. Examples of mobile terminals are smart phone, tablet and laptop. A smartphone is particularly preferred, since such a smartphone is carried by most persons anyway, is readily and easily available and, especially in the case of a taxi, at the same time also serves as a communication device and / or as a navigation device. Accordingly, no new hardware then has to be acquired in order to realize a route distance signal generator and a counting unit. A mobile terminal typically already has a browser application, with which a surface for displaying and operating the virtual route signal transmitter and the virtual counting unit is expediently output, such that the terminal is used as an output device. A connection to the onboard interface is effected, for example, by means of a suitable cable, but preferably by means of a wireless connection such as Bluetooth, optionally in conjunction with a so-called dongle, which is connected to the onboard interface and then transmits the driving signal wirelessly to the terminal. The dongle then serves in particular as a uniquely assigned transmitter which wirelessly transmits raw data of the vehicle, specifically the driving signal, to the terminal. However, it is also conceivable that the onboard interface of the vehicle is already itself designed to transmit the driving signal wirelessly, for example via Bluetooth, to the terminal.In a second suitable embodiment, the terminal is a dongle which is directly connected to the onboard interface. The route distance signal generator and the counting unit are then realized virtually on the dongle, i.e. in particular that the computer program is executed completely or partially on this dongle. The determined route or the variable derived therefrom is then transmitted to a suitable output device, for example to a mobile terminal as already described above. For example, a smartphone is used as an output device, the route distance signal generator and the counting unit are then not implemented with the smartphone; this serves only for the output and, if applicable, also for the operation of the dongle. However, a corresponding computer program is executed on the output device for output. The surface of this computer program can basically be similar or the same as the surface already mentioned above.In a third suitable configuration, the terminal is an infotainment system of the vehicle and is thus integrated permanently in the vehicle (vehicle-internal infotainment system). Current infotainment systems are often implemented similar to smartphones and at least as computers and are therefore also suitable for use as a terminal in the context of the invention. The infotainment system also has a display (display unit), which is then used accordingly for displaying the aforementioned surface and for output and / or operation. The explanations relating to the mobile terminal also apply analogously to an infotainment system, which, however, is not mobile, but is basically embodied in a similar manner to a computer or smartphone and has an at least similar functionality. In the case of an infotainment system as a terminal, it is advantageous if this is connected directly to a bus system, in particular a CAN bus, of the vehicle. The onboard interface is accordingly an interface of this bus system. Alternatively, however, the OBD interface can also be used.The output and the operation can thus be fundamentally the same in all of the configurations mentioned, the configurations differing primarily in where exactly the route signal and the route are calculated, namely once on a mobile terminal, once on a dongle which is connected to the vehicle, and once on an in-vehicle infotainment system. An advantage of the first embodiment is in particular that it does not require additional certification of hardware. In the case of a dongle with a virtual distance signal generator and a virtual counting unit, this would typically be necessary. In any case, the terminal is preferably a single terminal with only a single housing and not a distributed environment with different individual devices which together form the terminal.A configuration is particularly advantageous in which the onboard interface is an OBD interface, especially an OBD socket (OBD=on-board diagnosis). Such an OBD interface is a substantially standardized interface which is present in most vehicles. The OBD interface is part of a diagnostic system of the vehicle and enables a diagnostic to be carried out in a workshop or the like. In particular, the onboard interface has a connection to a signal system, in particular a CAN bus, of the vehicle, via which the driving signal is provided. The driving signal itself is generated by a sensor of the vehicle.The driving signal is suitably a wheel speed signal (e.g. from a wheel speed sensor) or an mileage signal or derived from one of the two. Both signals can be provided via the onboard interface and are suitable as a basis for determining the distance.In an expedient embodiment, the distance signal is, as already described above, a pulse signal, having a predefined number of pulses for each distance unit covered. For example, the distance signal has 2,000 to 50,000 pulses per meter, i.e. every time the vehicle has traveled one meter, a corresponding number of pulses are generated. By counting the pulses, the distance can then be calculated in a particularly simple manner.The relationship between the driving signal and the distance travelled is, as already indicated, specific to the vehicle and, among other things, dependent on the tyre of the vehicle. Therefore, in particular the aforementioned device constant is used in the determination of the distance, which defines the relationship between the number of pulses and the actually traveled distance. This device constant is calibrated in advance and must in particular also be capable of subsequent calibration, i.e. be able to be checked by a calibration authority.Suitably, the device constant is or has been determined individually for the vehicle by means of machine learning. The driving signal usually differs from vehicle to vehicle, in particular different manufacturers optionally use different sensors and at least different driving signals. In particular, within the scope of a calibration by a calibrator, it is expedient to determine the travel speed and thus also the device constant by supplying the driving signal in combination with the known distance travelled to a learning machine, which then independently determines the device constant (equivalent: travel speed). Adaptation to forms or configuration of the driving signal specific to the vehicle or manufacturer is thus drastically simplified.The computer program preferably has a user management with which different users can be assigned different user types (also: user roles), this is also referred to as authorisation management. A plurality of users can have basically the same user type, but preferably each user has only a single user type. A respective user can log in to the computer program and then use it, in particular operate it, wherein the options for operation and use are dependent on the user type. Registration is suitably performed by means of an individual user identifier and an associated password. In this way, in particular, a distinction is made between regular users, e.g. operators, drivers, and special users, e.g. calibrators or calibration authority, and it is ensured that no manipulation takes place. In addition, such user management simplifies the calibration of the distance signal generator and the taxameter. In the case of regular users, a distinction may also be made between administrator and simple user (not administrator). User management also allows the terminal to be exchanged or the same terminal to be used by a plurality of different users. The user management is expediently implemented on a server of the system, i.e. the computer program is executed at least partially on the server in order to implement the user management here. However, an individual user always reports on the terminal, which then correspondingly communicates with the server, in order to set the operation of the terminal and ultimately of the system as a whole depending on the user type. The various users with user identifier and password and user type are stored on the server as accounts. These accounts can then advantageously be used independently of the terminal and correspondingly from different terminals, wherein expediently a respective user can only be logged on with a single terminal at any given time. Preferably, a respective terminal can also always be used only by a single user at a given point in time. With both measures, the manipulation potential can be reduced.In a suitable embodiment, the system allows registration and operation by a user type "calibrator", which is allowed to set the device constant. This is not permitted in particular by other user types, in particular regular users. The calibrator is, for example, an installer or a workshop, who enables the vehicle to a taxi or rental car or specifically sets up the route signal generator and the counting unit. The essential task of the calibrator is in particular the measurement and adjustment of the device constant. The calibrator determines the device constant, e.g., on a roller stand. Setting the device constant is in particular not possible for regular users in order to exclude manipulations.The system preferably permits registration and operation by a first user type "calibration authority" and a second user type "user (in particular "driver"), wherein the first user type is permitted to carry out calibration, but not the second user type. The first user type is in particular also allowed to activate (assign) or deactivate a virtual calibration seal or assign a physical calibration seal. In the present case, "calibration" is understood in particular to mean an official check, with subsequent allocation of a calibration seal in the case of a pass check. The second user type comprises in particular the regular users already mentioned, i.e. in particular drivers of the vehicle, operators of the taxi service and the like. The calibration authority is in particular the respectively responsible calibration office, which then carries out a calibration of the counting unit. The calibration can basically be carried out in the same way as in a hardware-bound counting unit, for example on a roller stand and by checking whether the actually covered distance also corresponds to the distance output (analogously for the variable derived therefrom). However, since no hardware is calibrated, it is not sufficient to apply a calibration seal to the terminal device, rather, the system itself, especially its computer program, and in particular also a respective combination of user (generally account) and vehicle, must be linked to a calibration seal. Precisely this allows the specific user type "calibration authority". In a suitable embodiment, a correspondingly activated or deactivated virtual calibration seal is then likewise output accordingly, analogously to the distance or the variable derived therefrom, so that it is immediately possible to identify whether or not the counting unit is calibrated specifically for a given combination of user and vehicle. Alternatively or additionally, in another suitable embodiment, instead of the virtual calibration seal, a unique identifier, e.g. identification number, is displayed, which is then also indicated on a physical calibration seal, e.g. label, which is attached in the vehicle. The identifier applies in particular only to the combination of vehicle and user (generally account) and is expediently generated when connecting them to one another when the user logs in via a terminal which is connected to the vehicle.The user types "calibrator" and "calibration authority" are combined in a single user type in one possible embodiment. However, a separation and division into two separate user types is preferred. The calibrator then carries out a calibration, i.e. measures the travel speed and sets the device constant to the travel speed (i.e. determines and sets the device constant) and in particular also sets up a link to the rate database. The calibration site then merely checks this and releases the calibration seal.The authentication of the users and their assignment to a user type can basically take place in any desired manner by means of methods and means known per se in order to ensure that the user types "calibrators" and "calibration authority" are specifically assigned only to actually authorized users.Preferably, the counting unit calculates a travel price for the route by means of a rate database. The travel price is in particular a variable derived from the route. The rate database is stored, for example, in a memory on the terminal or the server, in particular in the form of a rate file. The selection of the correct rate database and the correct use of the rate database in the calculation of the fare are checked in particular during the calibration. The rate database is created in particular on the basis of a locally authorized rate order from the provider of the counting unit, i.e. of the system as a whole. Such rate files are typically still filed in Germany for checking at the responsible landing authority, which then releases the rate files for use. The installer can then retrieve the appropriate rate file online and associate it with the system in its entirety or specifically only with one or more users.The terminal expediently has a display (display unit), e.g. smartphone or infotainment system with display element (e.g. screen, display), wherein the travel price is displayed with the display. Alternatively or additionally, the travel price is transmitted to a separate display device which displays the travel price, especially when a dongle is used as a terminal in conjunction with a further terminal, for example a smartphone, which then serves as a display device. The above applies analogously also quite generally to the output of the distance or of the variable derived therefrom.In general, the surface is also displayed, i.e. output, by the display of the terminal or by the separate display device.If the terminal is also used in parallel for displaying another application, e.g. communication application or navigation application, the route or the variable derived therefrom (generally the surface of the computer program presented here) on the one hand and the other application on the other hand are expediently displayed in a split-screen mode, e.g. half-view, of the terminal, i.e. both contents are displayed next to one another in respective separate regions of the display. This ensures that, on the one hand, the route or the derived variable can be seen continuously by a passenger and that, on the other hand, the other application can be used simultaneously, in particular for the driver.The solution presented here also enables financial-office-compliant registration and documentation of journeys with a given vehicle. Specifically, the system, especially the computer program, is expediently designed to provide data for EU taxameter and odometer (DSFinV-TW) in accordance with the specifications of the digital interface of the financial management system. According to the specification, detection and identification of all trips made with the vehicle is necessary. If a conventional physical taxameter is disconnected from the vehicle (power supply cut off) by an illegal shutdown device, for example, the trips are not registered in this mode. Fraud is thus currently possible by simple physical intervention. In the present case, therefore, when the terminal is disconnected from the vehicle, a current mileage of the vehicle is stored as the last known mileage, when the terminal is connected to the same vehicle again, a current mileage of the vehicle is stored as the new mileage, and a difference is calculated from the last known mileage and the new mileage and is stored as a non-allocated trip, for later assignment to a trip type or the like. When the terminal and the vehicle are disconnected and connected, the current mileage of the vehicle is thus determined and stored, in order to then obtain the route of the unrecorded trip by forming the difference and to subsequently classify it accordingly. For a control instruction (uncontrolled turnover journeys or private use), there are thus much higher hurdles than in the case of the hardware solutions described at the beginning.The system according to the invention is designed to carry out the method as described above in conjunction with a vehicle. The system has in particular a terminal, which is preferably a mobile terminal, a dongle or an infotainment system as described above.The computer program according to the invention has commands which cause a terminal device which is connected wirelessly (e.g. smartphone by Bluetooth) or by wire (e.g. plugged-in dongle) to receive a driving signal which is provided via the onboard interface of the vehicle and which quantitates a movement of the vehicle, to calculate a route based on the driving signal, which route outputs the route or a variable derived therefrom.Exemplary embodiments of the invention are explained in more detail below with reference to a drawing. The schematic figures show: FIG. 1 shows a method FIG. 2 shows a vehicle and a terminal device, FIG. 3 shows a variant of the vehicle and terminal device, FIG. 4 shows two views of a surface for a user type, FIG. 5 shows two views of a surface for another type of user, FIG. 6 shows two views of a surface for yet another type of user, FIG. 7 shows a system.FIG. 1 shows an exemplary embodiment of a method for determining a distance W traveled by a vehicle 2. The vehicle 2 is, for example, a taxi or rental car. In the following, a taxi is assumed without limiting generality. An example vehicle is shown in FIG. 2.First, in a first step S 1, a driving signal F (e.g. wheel speed, mileage or comparable) is provided via an onboard interface 4 of the vehicle 2, which signal quantitates a movement of the vehicle 2. A route distance signal generator 6 and a counting unit 8 for the vehicle 2 are realized in the present case by means of a software-based system 40, which calculates the route distance W on the basis of the driving signal F. The counting unit 8 is a taxameter or odometer. The calculation of the travel distance W based on the travel signal F is implemented in FIG. 1 as follows: the virtual travel distance signal generator 6 calculates a travel distance signal WS based on the travel signal F in a second step S 2. In a third step S 3, the virtual counting unit 8 then calculates, on the basis of the distance signal WS, the distance W which the vehicle 2 has traveled. The distance W covered is thus determined. As can be seen in FIG. 2, the distance signal generator 6 and the counting unit 8 together form a measuring device 10, which in the present case is a virtual measuring device and which is also capable of calibration.The system 40 also has a terminal device 12 (specifically general-purpose or general-purpose device) which is connected to the onboard interface 4 of the vehicle 2 and receives the driving signal F. Finally, in a fourth step S 4, the terminal 12 then also outputs the route W or a variable derived therefrom, for example a fare P. In the present case, the output is effected visually by means of a surface 18 and by the terminal device 12 itself as an output device 14, but other types of output, for example acoustically or via a separate output device 14, are also suitable in principle.Specifically, the distance signal generator 6 delivers pulses or pulse counts, for example, to the counting unit 8. The significance of a pulse (pulse significance) is also referred to as travel speed, e.g. in units of pulses / km, and is regularly individual for each vehicle 2 and especially dependent on its tiredness. A correspondingly required adaptation in the calculation of the distance W is then carried out by the counting unit 8 with the so-called device constant, in that this is set to the travel speed of the individual vehicle 2. The travel speed is measured accordingly within the scope of a calibration, for example on a roller stand, and the device constant is then set accordingly.In the present case, the procedure from the interpretation of the driving signal F to the output of the route W or a variable derived therefrom is now implemented by means of a computer program and generally available hardware instead of dedicated hardware. The route distance signal WS is thus likewise so to speak virtual, i.e. a parameter within the computer program and no longer any signal actually transmitted physically via a signal path.In the exemplary embodiment of FIG. 2, a transmitting unit 16 is connected to the onboard interface 4, which transmitting unit is formed separately from the terminal device 12 and which transmits the driving signal F to the terminal device 12, in the present case wirelessly, for example via Bluetooth. In the embodiment shown here, the onboard interface 4 is a physical plug connector and the transmitting unit 16 is a so-called dongle which is plugged onto the onboard interface 4. The transmission unit 16 itself is thus physically connected to the onboard interface 4, but the driving signal F is transmitted wirelessly from the transmission unit 16 to the terminal 12.In the embodiment shown in FIG. 2, the terminal 12 is a mobile terminal, in the present case a smartphone. A mobile terminal is a terminal 12 which, due to its size and weight, is portable without great physical exertion and can thus be used in a mobile manner. The mobile terminal 12 shown here also has a browser application, with which a surface 18 for displaying and operating the virtual route signal transmitter 6 and the virtual taxameter 8 is output, with the result that the terminal 12 is also used as an output device 14. As already described, a connection to the onboard interface 4 is made to the transmitting unit 16, which is here a so-called dongle, alternatively by means of a suitable cable (not shown) or directly by means of a wireless connection without a dongle (not shown).Alternatively, the terminal 12 is an infotainment system of the vehicle 2 and is thus fixedly integrated into the vehicle 2 (vehicle-onboard infotainment system). Such a configuration is not explicitly shown, but is obtained starting from FIG. 2 in that the terminal 12 is accordingly an infotainment system of the vehicle 2 and is itself connected to the onboard interface 4. The transmitting unit 16 is omitted. The driving signal F is transmitted to the terminal device 12 in particular in a wired manner.FIG. 3 shows another configuration in which the terminal 12 is a dongle which is directly connected to the onboard interface 4. The computer program is then also completely or partially executed on this dongle; at least the distance signal generator 6 and the counting unit 8 are virtually realized on the dongle. The determined distance W or the variable derived therefrom is then transmitted to an output device 14, e.g. to a mobile terminal as already described above. For example, a smartphone is used as output device 14, distance signal generators 6 and taxameter 8 are then not realized with the smartphone; this serves only for the output and, if appropriate, also for the operation of the dongle. However, a corresponding subprogram is executed for output on the output device 14. The surface 18 displayed for output can be basically similar or identical to the surface 18 already mentioned above.The output and the operation can thus be fundamentally the same in all the configurations mentioned. The respective terminal device 12 is in each case a single terminal device with only a single housing and not a distributed environment with different individual devices. Distance signal generator 6 and counting unit 8 are thus combined in a single terminal 12.In the exemplary embodiments shown here, the onboard interface 4 is an OBD interface, specifically an OBD socket (OBD=on-board diagnosis). The OBD interface is part of a diagnostic system of the vehicle 2 and enables a diagnostic to be carried out in a workshop or the like. The onboard interface 4 has a connection to a signal system, here CAN bus 20, of the vehicle 2, via which the driving signal F is provided. The driving signal F itself is generated by a sensor 22 of the vehicle 2.The driving signal F is in the present case a wheel speed signal derived from a wheel speed sensor 22, alternatively an mileage signal or from one of the two.The relationship between driving signal F and distance W covered is, as already indicated, specific to the vehicle and, among other things, dependent on the tiredness of vehicle 2. This device constant is calibrated in advance and is also capable of subsequent calibration, i.e. can be checked by a calibration authority. The device constant is or has been determined, for example, individually for the vehicle 2 by means of machine learning.The system 40 has a user management with which different user types N 1, N 2, N 3 (also: user roles) can be assigned to different users; this is also referred to as authorisation management. This is explained further below in connection with FIGS. 4, 5 and 6, which show different views of the surface 18 and illustrate how the system 40, especially its computer program, can be operated by different user types N 1, N 2, N 3. A plurality of users can basically have the same user type N1, N2, N3, but in the present case each user has only a single user type N1, N2, N3. A respective user can log in to the system 40 and then use it, in particular operate it, wherein the options for operation and use are dependent on the user type N 1, N 2, N 3. Registration is performed by means of an individual user identifier and an associated password. Thus, a distinction is made between regular users (user type N 2), e.g. operator, driver, and special users, e.g. calibrator (user type N 3) or calibration authority (user type N 1), and it is ensured that no manipulation takes place. In addition, such user management simplifies the calibration of the travel distance signal generator 6 and the counting unit 8. In the case of regular users, a distinction may also be made between administrator and simple user (not administrator).In FIG. 4 it is illustrated how the system 40 allows registration and operation by a user type N 3 "calibrator", which is then allowed to set the device constant. This is not permitted by other user types N 1, N 2. The calibrator is, for example, an installer or a workshop who enables the vehicle 2 to a taxi or specifically sets up the distance signal generator 6 and the counting unit 8. The basic task of the calibrator is to measure and adjust the device constant. For this purpose, the surface 18 shown on the right in FIG. 4 is accordingly enabled for the user type N 3, with corresponding buttons 30, 32, 34, via which this measurement can be started and ended and via which a rate file can also be loaded. The surface 18 can be switched over via a further button 36 between the user-type-specific view shown on the right in FIG. 4 and the view generally available for each user type N 1, N 2, N 3 shown on the left in FIG. 4.In FIG. 5, it is illustrated how the system 40 allows registration and operation by a first user type N 1 "calibration authority" and in FIG. 6 by a second user type N 2 "user (in particular "driver"). The first user type N 1 is allowed to perform calibration, but not the second user type N 2. On the left in FIG. 5, the view of the surface 18 available for each user type N 1, N 2, N 3 is shown, likewise with a button 36 which enables a change to the user-type-specific view shown on the right in FIG. 5. This button 36 is now labeled differently, but in essence performs the same function as in FIG. 4, namely the change to the user-type-specific view. In the view shown on the right in FIG. 5, the user, i.e. a calibration authority, can assign a calibration seal by means of corresponding buttons 36, 37, 38, wherein the button 36 then changes again to the view shown on the left in FIG. 5. In the exemplary embodiment shown, the first user type N 1 is also allowed to activate (assign) or deactivate a virtual calibration seal 24, which is then displayed in the generally available view. Since no hardware is calibrated, it is not sufficient to apply a calibration seal to the terminal device 12, rather the system 40, especially its computer program, must be linked to a calibration seal. Precisely this allows the specific user type N1 to "calibration authority". In the embodiment shown here, a correspondingly activated or deactivated virtual calibration seal 24 is output, analogous to the distance W or the variable derived therefrom, so that it is immediately recognizable whether the counting unit 8 is calibrated or not. Alternatively or additionally, in a configuration not explicitly shown, instead of the virtual calibration seal 24, a unique identifier, e.g. identification number, is displayed, which is then also indicated on a physical calibration seal, e.g. label, which is attached in the vehicle 2.The second user type N 2 includes the aforementioned regular users, i.e., drivers of the vehicle, operators of the taxi service, and the like. Only the general view of the surface 18 as shown on the left in FIG. 6 is accessible for this. With this view, a trip can be started and ended via corresponding buttons and corresponding parameters for calculating the travel price can be set. In this view, the route W and the travel price P are also displayed via corresponding display elements. Optionally, if a "busy" trip is being performed, that view cannot be exited. A split-screen mode is also optional, for example a downward reduction of the representation of the virtual counting unit to a lower half of a top view by touch & slide of a button (marked here as "VIRTUAL TAXAMTER"). On the half-view, only the legally necessary variables (e.g. fare and setting mode) and additionally also the calibration information, in particular the calibration seal 24, are then displayed. In the upper screen half, other apps, such as navigation application (e.g. route planner), communication application (e.g. order messenger) can optionally be displayed. The virtual calibration seal 24 itself can also be a button, by the actuation of which a further view-as shown on the right in FIG. 6-with details for calibration is achieved.The counting unit 8 calculates the travel price P for the route W in the present case by means of a rate database 26. The rate database 26 is stored in a memory on the terminal 12, alternatively outside it, e.g. on a server 42 of the system 40. The storing of the rate database 26 on the terminal 12 or its association with a user (generally account) is carried out by the operator of the taxi service or a driver himself or by the calibrator or, if appropriate, also by the calibration authority.In FIG. 2, the terminal 12 has a display 28 with which the travel price P and the travel distance W are displayed. Alternatively, in FIG. 3, the travel price P and the route W are transmitted to a separate display device, here the output device 14, which then has a corresponding display 28 and displays the travel price P and the route W with the latter. The display 28 also generally displays the surface 18.In the present case, the system 40 is also designed in such a way that, if the terminal 12 is disconnected from the vehicle 2, a current mileage of the vehicle 2 is stored as the last known mileage, a current mileage of the vehicle 2 is stored as the new mileage when the terminal 12 is connected again to the same vehicle 2, and a difference is calculated from the last known mileage and the new mileage and is stored as a non-assigned journey, for later assignment to a journey type or the like. When the terminal device 12 and the vehicle 2 are disconnected and connected, the then current mileage of the vehicle 2 is thus determined and stored, in order subsequently to obtain the distance W of the unrecorded trip by forming the difference and subsequently to classify it accordingly.In FIG. 7, the system 40 is exemplarily shown, with the terminal 12 and an optional server 42. the vehicle 2 is not a part of the system 40 here, but if the terminal 12 is integrated into the vehicle 2, this is then partly a part of the system 40. The described computer program is at least a part of the system 40 and is then executed distributed on the terminal 12 and the server 42 or completely on the terminal 12 (regardless of whether a server 42 is present or not).List of reference characters2 Vehicle 4 onboard interface 6 route distance signal generator 8 counting unit (taxameter, route distance meter) 10 measuring device 12 terminal 14 output device 16 transmitting unit 18 surface 20 CAN bus 22 sensor, wheel speed sensor 24 virtual calibration seal 26 rate database 28 display 30- 38 button 40 system 42 server F driving signal N 1 user type (calibration authority) N 2 user type (regular user) N 3 user type (calibrator) P travel price S 1 first step S 2 second step S 3 third step S 4 fourth step W route distance WS route distance signal

Claims

Method for determining a route (W) which is covered by a vehicle (2), in particular a taxi or rental car, a. wherein a driving signal (F) is provided via an onboard interface (4) of the vehicle (2), which quantifying a movement of the vehicle (2), b. wherein a route signal transmitter (6) and a counting unit (8), namely a taxameter or route counter, for the vehicle (2) are realized by means of a software-based system (40) which calculates the route (W) based on the driving signal (F), c. wherein the system (40) has a terminal (12) which is connected to the onboard interface (4) of the vehicle (2) and receives the driving signal (F), d. wherein the terminal (12) outputs the route (W) or a variable derived therefrom, e. wherein, when the terminal (12) is separated from the vehicle (2), a current mileage of the vehicle (2) is stored as the last known mileage, f. wherein, when the terminal (12) is connected again to the same vehicle (2), a current mileage of the vehicle (2) is stored as the new mileage, g. wherein a difference is calculated from the last known mileage and the new mileage and is stored as a non-allocated trip, for later assignment to a trip type or the like.Method according to Claim 1, wherein a transmitting unit (16) is connected to the onboard interface (4), which transmitting unit is formed separately from the terminal (12) and which transmitting the driving signal (F) to the terminal (12).Method according to claim 2, wherein the terminal (12) is a mobile terminal, in particular a smartphone.Method according to claim 1, wherein the terminal (12) is a dongle which is directly connected to the onboard interface (4).Method according to claim 1, wherein the terminal (12) is an infotainment system of the vehicle (2) and is thus fixedly integrated into the vehicle (2).Method according to one of Claims 1 to 5, wherein the onboard interface (4) is an OBD interface.Method according to one of Claims 1 to 6, wherein the ascertainment of the distance (W) uses a device constant which has been or is determined individually for the vehicle (2) by means of machine learning.Method according to one of Claims 1 to 7, wherein a device constant is used in the determination of the distance (W), wherein the system (40) allows registration and operation by a user type N3 "calibrator", which is permitted to set the device constant.Method according to one of claims 1 to 8, wherein the system (40) allows registration and operation by a first user type N1 "calibration authority" and a second user type N2 "user", wherein the first user type N1 is allowed to perform calibration, but not the second user type N2.Method according to one of Claims 1 to 9, wherein a travel price (P) for the route (W) is calculated by means of the system (40) in conjunction with a rate database (26).Method according to claim 10, wherein the terminal (12) has a display (28) with which the fare (P) is displayed or wherein the fare (P) is transmitted to a separate display device which displays the fare (P).Method according to one of Claims 1 to 11, wherein, if the terminal (12) is also used in parallel for displaying another application, the route (W) or the variable derived therefrom are displayed on the one hand and the other application on the other hand in a split-screen mode of the terminal (12).A system (40) configured to, in conjunction with a vehicle (2), carry out the method according to any one of claims 1 to 12.Computer program which has commands which cause a terminal (12) which is connected to an onboard interface (4) of a vehicle (2) to receive a. a driving signal (F) which is provided via the onboard interface (4) of the vehicle (2) and which quantitates a movement of the vehicle (2), b. calculate a distance (W) which has been travelled by the vehicle (2) on the basis of the driving signal (F), c. output the distance (W) or a variable derived therefrom, d. wherein, when the terminal (12) is separated from the vehicle (2), a current mileage of the vehicle (2) is stored as the last known mileage, e. wherein, when the terminal (12) is connected again to the same vehicle (2), a current mileage of the vehicle (2) is stored as a new mileage, f. wherein a difference is calculated from the last known mileage and the new mileage and is stored as a non-allocated trip, for later allocation to a trip type or the like.

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