Method for monitoring traffic and traffic monitoring system

Abstract

The invention relates to a method for traffic monitoring by a traffic monitoring system (100). The method comprises detecting a vehicle (200) of a specific vehicle class at a first detection location (Pl) at a first detection time (Tl) and detecting the same vehicle (200) at a second detection location (P2) at a second detection time (T2). Based on the data from the first and second detection times (Tl, T2), a travel time (DT) of the vehicle (200) between the first detection location (Pl) and the second detection location (P2) is determined.If this journey time (DT) falls below a shortest predefined reference journey time (DT_Ref) for a journey between the first detection location (Pl) and the second detection location (P2) along a route (Sl) intended for travel by vehicles (200) of the specified vehicle class, it is determined that the vehicle (200) deviated from the intended route (Sl) during the journey between the detection locations (Pl, P2). The vehicle identification number of the vehicle (200) is then determined and compared. The invention further relates to a traffic monitoring system (100) for carrying out the method.

Description

[0001] The invention relates to methods for traffic monitoring by means of a traffic monitoring system and a corresponding traffic monitoring system.

[0002] Methods for traffic monitoring using traffic monitoring systems are known from the state of the art.

[0003] The object of the invention is to provide an improved method for traffic monitoring by means of a traffic monitoring system and an improved traffic monitoring system.

[0004] The object of the invention is achieved by the method and the traffic monitoring system of the independent claims. Advantageous embodiments are the subject of the dependent claims.

[0005] According to one aspect, a traffic monitoring system provides a procedure for traffic monitoring, wherein a central monitoring unit receives initial acquisition information from a first acquisition unit positioned at a first acquisition location, wherein the initial acquisition information indicates the acquisition of a specific vehicle of a specific vehicle class at the first acquisition location at a first acquisition time, wherein the central monitoring unit receives second acquisition information from a second acquisition unit positioned at a second acquisition location, wherein the second acquisition information indicates the acquisition of the vehicle at the second acquisition location at a second acquisition time, wherein the first and second acquisition information is based on vehicle identification data transmitted by the vehicle to the first and second acquisition units.wherein the central monitoring unit determines the vehicle's travel time between the first and second detection locations based on the first and second detection times, wherein the central monitoring unit compares the determined travel time with a shortest predefined reference travel time for a journey between the first and second detection locations along a route designated for use by vehicles of the specified vehicle class, wherein the central monitoring unit detects a violation of a no-entry restriction by the vehicle during the journey between the first and second detection locations if the determined travel time is less than the predefined shortest reference travel time, and wherein the central monitoring unit determines a vehicle identifier if a violation of the no-entry restriction is detected.

[0006] This allows for the technical advantage of providing an improved method for traffic monitoring. The traffic monitoring method according to the invention particularly enables the detection of violations of a no-entry sign by vehicles of certain vehicle classes. For this purpose, a vehicle is detected at a first detection location at a first detection time and at a second detection location at a second detection time. Based on the first and second detection times, the vehicle's travel time between the first and second detection locations is determined and compared with a shortest reference time for a journey between the first and second detection locations.If the vehicle's travel time between the first and second detection points falls below the shortest reference travel time, this is interpreted as the vehicle disregarding a no-entry sign while traveling between the first and second detection points. To penalize the offense of disregarding the no-entry sign, a vehicle identification number is subsequently determined. The method according to the invention thus enables the precise detection of violations of no-entry signs and therefore contributes to improving road safety.

[0007] A no-entry zone, as defined in the application, is a prohibition on vehicles of a specific vehicle class entering a designated area of ​​the road network. This no-entry zone may stipulate that vehicles of the specified vehicle class are prohibited from entering the designated area of ​​the road network under any circumstances. Furthermore, the no-entry zone may stipulate that vehicles of the specified vehicle class may only enter the designated area of ​​the road network under certain conditions. These conditions may, for example, include that vehicles of the specified vehicle class may only enter the designated area of ​​the road network for specific purposes, such as carrying out deliveries and / or collections.

[0008] The shortest reference journey time can describe a corresponding journey of a vehicle of the specified vehicle class along designated roads between the first and second data collection points, whereby the journey is carried out in accordance with the traffic regulations applicable to the respective section of the road network. Traffic light phases and other vehicle dwell times caused by road traffic can also be taken into account. Non-traffic-related vehicle dwell times, on the other hand, can be reduced to a minimum or disregarded entirely in the reference journey time.

[0009] Furthermore, error ranges can be taken into account when comparing the determined travel time of the vehicle between the two recording locations and the shortest reference travel time.

[0010] According to one embodiment, the vehicle of the specified vehicle class is a vehicle for the transport of goods.

[0011] This allows the technical advantage to be achieved that the method according to the invention is particularly applicable to vehicles for the transport of goods and the transit bans applicable to vehicles for the transport of goods.

[0012] According to one embodiment, the first detection location and / or the second detection location are arranged in an urban area or at a predefined distance from a city boundary of the urban area.

[0013] This achieves the technical advantage that the inventive method is applicable to detecting through-traffic restrictions within designated urban areas. In particular, this allows the detection of goods vehicles passing through designated urban areas solely for the purpose of shortening routes or avoiding traffic jams.

[0014] According to one embodiment, the first and second acquisition information each comprise at least one identifier, and if the identifiers match, the central monitoring unit assigns the first and second acquisition information to the same vehicle.

[0015] This achieves the technical advantage that, due to the identifiers of the first and second data acquisition units provided to the central monitoring unit by the first and second acquisition units, the first and second data acquisition units can be assigned to the same vehicle if the identifiers match. Based on the first and second data acquisition units being assigned to the same vehicle, the above procedure can thus be carried out without requiring identification of the vehicle (e.g., visually via an image showing the license plate).The central monitoring unit merely determines that the first data entry from a first data acquisition unit and the second data entry from a second data acquisition unit share the same identifiers. Based on this, it can assign the first and second data entries to the same vehicle and execute the procedure accordingly. Consequently, a technically complex vehicle identification process is unnecessary. This minimizes the complexity and scope of the information collected by the first and second data acquisition units when detecting the vehicle.

[0016] According to one embodiment, the first and second acquisition information includes at least information regarding the first and second acquisition times and / or the first and second acquisition locations.

[0017] This allows for the technical advantage of precise vehicle detection based on the first and second detection information from the first and second detection units.

[0018] According to one embodiment, the first and second detection information is based on vehicle identification data sent by the vehicle to the first and second detection units.

[0019] This allows for the technical advantage of precise vehicle detection by the first and second detection units. This is achieved through data communication between the vehicle and the respective detection units, in which identification data is sent from the vehicle to the corresponding units. The detection units can therefore be designed as passive units. They receive the necessary vehicle information from the vehicle via a standardized communication protocol. This simplifies the technology used for the first and second detection units.

[0020] According to one embodiment, the vehicle identification data in the first and second acquisition information is provided in encrypted form by the first and second acquisition units.

[0021] This offers the technical advantage that encrypting the first and second data acquisition information enables secure data communication between the first and second acquisition units and the central monitoring unit. Encryption ensures that all data security requirements are met. The encryption can, for example, be implemented as a hash encryption.

[0022] According to one embodiment, the encrypted identification data is decrypted by the central monitoring unit to identify the vehicle identifier, whereby the vehicle identifier of the vehicle is identified based on the decrypted identification data.

[0023] This allows for the technical advantage of simple vehicle identification. After a violation of the no-entry sign is detected, the central monitoring unit decodes the first and / or second data points and uses this decoded information to extract the vehicle's identification data. The identification data provided by the vehicle to the respective monitoring units includes at least the vehicle identifier, which serves as the basis for vehicle identification.

[0024] According to one embodiment, the vehicle identification data received by the first and second detection units are identification data provided by an on-board unit, in particular a toll system, of the vehicle.

[0025] This achieves the technical advantage of ensuring the secure transmission of identification data from the vehicle to the respective collection unit. The vehicle's on-board unit (OBU) can, for example, be pre-installed as part of a toll system. In this case, the identification information transmitted from the OBU to the respective collection units includes the identification identifiers of each OBU. Direct identification of the vehicle based on the OBU's identification data is therefore not possible. This, in turn, fulfills the data security requirements. Data communication between the vehicle's OBU and the respective collection units is carried out according to established communication standards for data communication with corresponding OBUs.

[0026] According to one embodiment, data communication between the first and second detection units and the vehicle is based on Dedicated Short Range Communications (DSRC) technology.

[0027] This enables the technical advantage of reliable and robust data communication between the vehicle, particularly its on-board unit, and the respective data acquisition units. Dedicated short-range communication technology facilitates this reliable and robust data communication.

[0028] According to one embodiment, the first acquisition information and / or the second acquisition information is stored in the central monitoring unit for at least the shortest reference period and / or at most for a longest reference period, wherein the longest reference period corresponds to a journey time of a vehicle of the specified vehicle class along a longest route between the first acquisition location and the second acquisition location.

[0029] This achieves the technical advantage that by storing the first and / or second detection information for at least the shortest reference period in the central monitoring unit, it is possible to determine the vehicle's travel time between the first and second detection points and thus identify any violation of the existing traffic ban. By deleting the stored information from the central monitoring unit after the longest reference period has elapsed, unnecessary data volumes are avoided. The longest reference travel time describes the time span for a vehicle of the respective vehicle class to travel between the first and second detection points along the longest possible route between these two points.After this period of time has elapsed, a violation of the no-entry rule between the first and second detection points can no longer be identified. Further storage of the information is therefore unnecessary.

[0030] According to one embodiment, the minimum reference journey time is determined based on traffic data from journeys of vehicles of the same vehicle class along the intended route and / or based on a simulation and / or based on a reference journey of a vehicle of the same vehicle class along the intended route.

[0031] This allows for the technical advantage of precisely determining the shortest reference travel time between the first and second recording locations.

[0032] According to one embodiment, the minimum reference driving time is pre-stored in the central monitoring unit.

[0033] This achieves the technical advantage of enabling a simple comparison between the vehicle's travel time between the first and second detection points, determined based on the first and second detection times, and the shortest reference travel time. By storing the shortest reference travel time, determined at an earlier time according to the embodiments described above, in the central monitoring unit, the travel time determined based on the detection times can be easily compared with the pre-stored shortest reference travel time. The shortest reference travel time therefore does not need to be calculated or generated separately, but can be easily read from a corresponding storage unit during operation of the traffic monitoring system.

[0034] According to one embodiment, vehicle identification is determined by obtaining license plate information based on camera data from a camera unit positioned behind the second detection point in a direction of travel.

[0035] This achieves the technical advantage that the corresponding camera data from the camera unit enables precise identification of the vehicle's identifier in the form of license plate information. By positioning the camera unit behind the second detection point in the direction of travel, camera data is generated only after a vehicle has been detected violating the no-entry sign. Thus, only camera data from vehicles that have been previously detected as violating the respective no-entry sign is recorded. This prevents the unnecessary recording and storage of camera data from vehicles that have not committed such a violation.By recording camera data only after determining that the respective vehicles have violated the no-entry rule, the number of recorded and stored camera data points can be reduced, thus ensuring compliance with data protection regulations.

[0036] According to one embodiment, the camera data is data from an automatic number plate recognition camera.

[0037] This offers the technical advantage of enabling precise identification of license plate information. The automatic license plate recognition camera allows for a precise recording of the relevant information, namely the license plate of the respective vehicle.

[0038] According to one aspect, a traffic monitoring system is provided with at least one first detection unit arranged at a first detection location and a second detection unit arranged at a second detection location and a main processing unit connected to the first and second detection units in terms of data technology, wherein the traffic monitoring system is configured to execute the method according to one of the preceding embodiments.

[0039] This allows the technical advantage to be achieved that an improved traffic monitoring system can be provided, which is set up to carry out the inventive method with the aforementioned technical advantages.

[0040] According to one aspect, a computing unit is provided which is set up to execute the procedure for traffic monitoring by a traffic monitoring system according to one of the preceding embodiments.

[0041] According to one aspect, a computer program product is comprehensively provided with instructions which, when the program is executed by a data processing unit, cause it to execute the traffic monitoring procedure by a traffic monitoring system according to one of the preceding embodiments.

[0042] The invention will be explained in more detail below with reference to the figures. They show: Figure 1 is a schematic representation of a traffic monitoring system, Figure 2 is a flowchart of a procedure for traffic monitoring by a traffic monitoring system, and Figure 3 is a schematic representation of a computer program product.

[0043] Figure 1 shows a schematic representation of a traffic monitoring system 100.

[0044] In Fig. 1Figure 115 shows a traffic network with a plurality of roads. In the embodiment shown, in particular, an urban area 300 is depicted, which is bounded by a city boundary 301.

[0045] According to the invention, the traffic monitoring system 100 comprises a central monitoring unit 101, a first detection unit 105 positioned at a first detection location P1, and a second detection unit 109 positioned at a second detection location P2.

[0046] In the embodiment shown, the first and second detection units 105, 109 are each positioned on the roads 115 accessible to vehicles 200. The central monitoring unit 101, on the other hand, can be designed as an external server unit. Data communication between the first and second detection units 105, 109 and the central monitoring unit 101 can, for example, be effected via wireless data communication.

[0047] In the embodiment shown, the central monitoring unit 101 is implemented on an external computing unit 113.

[0048] According to the invention, for the purpose of carrying out traffic monitoring, a vehicle 200 is detected by the first detection unit 105 at the first detection location P1 at a first detection time T1.

[0049] Vehicle 200 can be recorded in particular as a vehicle 200 of a specific vehicle class.

[0050] Vehicle 200, for example, could be a vehicle for transporting goods, i.e., a truck.

[0051] Subsequently, the first recording unit 105 transmits an initial recording information 103 to the central monitoring unit 101. The initial recording information 103 indicates to the central monitoring unit 101 that a vehicle 200 of the specified vehicle class has been recorded at the first recording location P1 at the first recording time T1.

[0052] The first data entry 103 can be anonymized so that a unique identification of vehicle 200 is not possible directly from the first data entry 103. The first data entry does not contain any direct personal or vehicle-related data.

[0053] According to the invention, at a later second detection time T2, the same vehicle 200 is detected at a second detection location P2 by the second detection unit 109. Subsequently, the second detection unit 109 transmits a second detection information 107 to the central monitoring unit 101. The second detection information 107 again indicates to the central monitoring unit 101 the detection of a vehicle 200 of the specified vehicle class, this time at the second detection location P2 at the second detection time T2. The second detection information 107 is structurally identical to the first detection information 103 and can therefore uniquely identify the vehicle.

[0054] The first and second data acquisition information 103, 107 can, in particular, be structurally identical and contain the same information, by which the two data acquisition information 103, 107 can be assigned to the vehicle 200.

[0055] Based on the first and second data acquisition information 103, 107, the central monitoring unit 101 determines the travel time of the vehicle 200 between the first and second data acquisition locations P1, P2. The travel time corresponds to the difference between the second data acquisition time T2 and the first data acquisition time T1.

[0056] Subsequently, the central monitoring unit 101 compares the determined travel time DT with a shortest reference travel time DT_REF. The shortest reference travel time DT_REF corresponds to the travel time of a comparable vehicle 200 along a route S1 designated for vehicles of the respective vehicle class between the first detection location P1 and the second detection location P2. The shortest reference travel time DT_REF describes the travel time of a vehicle 200 along route S1 according to the prevailing traffic regulations, without any additional stops, apart from traffic-related stops along route S1. Thus, the shortest reference travel time DT_REF describes the fastest possible travel time for a vehicle of the same vehicle class between the first and second detection locations P1 and P2, according to the prevailing traffic regulations.

[0057] The shortest reference journey time DT-REF may have been determined based on traffic data from journeys of vehicles 200 of the same vehicle class along the intended route S1 and / or based on a simulation and / or based on a reference journey of a vehicle 200 of the same vehicle class along the intended route S1.

[0058] The reference travel time DT_REF can be stored in the central monitoring unit 101, so that to compare the determined travel time DT of the vehicle 200 with the shortest reference travel time DT_REF, the reference travel time DT_REF is simply read from the memory and not generated first.

[0059] Furthermore, the central monitoring unit 101 can store a plurality of shortest reference travel times DT_REF for a plurality of routes S1 between a plurality of recording locations P1, P2.

[0060] If the central monitoring unit 101 determines, through the described comparison, that the travel time DT of the vehicle 200 between the first and second detection locations P1, P2 is shorter than the shortest reference travel time DT_REF, then the central monitoring unit 101 identifies a violation of a no-entry rule by the respective vehicle 200.

[0061] Subsequently, the central monitoring unit 101 determines a vehicle identifier for vehicle 200, e.g., the license plate, on the basis of which vehicle 200 can be uniquely identified.

[0062] In the embodiment shown, the prohibition of passage can, for example, be a prohibition of passage for vehicles used for the transport of goods through the urban area 300 shown. This can include the fact that vehicles used for the transport of goods may enter the urban area 300, for example for loading or unloading, but that passing through the urban area 300 without stopping for loading and / or unloading is not permitted for vehicles used for the transport of goods.

[0063] Alternatively, the ban on through traffic can include the complete closure of certain routes S2 to the use of corresponding vehicles of the respective vehicle class, for example, vehicles for the transport of goods.

[0064] In both cases, the present procedure can identify a corresponding violation of the transit ban if the travel time DT of vehicle 200 required for the journey between the first and second detection points P1, P2 is shorter than the shortest reference travel time DT_REF.

[0065] As mentioned above, the first and second recording information 103, 107 may be in anonymized form, so that the central monitoring unit 101 cannot uniquely identify the vehicle 200 based on the first and second recording information 103, 107.

[0066] For this purpose, the first and second recording information 103, 107 can, for example, be encrypted by the first and / or second recording units 105, 109 and transmitted in encrypted form to the central monitoring unit 101.

[0067] In the illustrated embodiment, for the purpose of detecting the vehicle 200, the vehicle 200 transmits corresponding identification data Id to the first and second detection units 105 and 107. Based on the identification data Id of the vehicle 200, the first and second detection units 105 and 109 generate the respective first and second detection information 103 and 107.

[0068] The first and second data acquisition data 103 and 107 can be assigned identifiers by the first and second data acquisition units 105 and 109. These identifiers are generated based on the identification data (Id) provided by the vehicles 200, ensuring that first and second data acquisition data 103 and 107 originating from the same vehicle 200 are assigned identical identifiers. Using these identifiers, the central monitoring unit 101 can then assign the data acquisition data 103 and 107 provided by the first and second data acquisition units 105 and 109 to the same vehicle 200, provided the identifiers of the first and second data acquisition data 103 and 107 match.

[0069] In the embodiment shown, the identification data Id of the vehicle 200 is transmitted by an on-board unit 203 of the vehicle 200 to the first and second detection units 105, 109.

[0070] Data communication between the vehicle 200, or rather the on-board unit 203 of the vehicle 200, and the first and second detection units 105, 109 can be based on Dedicated Short-Range Communication (DSRC) technology. The respective on-board unit 203 of the vehicle 200 can, for example, be an on-board unit 203 for a toll system.

[0071] The data communication between the on-board unit 203 of the vehicle 200 and the first and second detection units 105, 109 can, for example, be based on ultrasonic data communication.

[0072] The first and second acquisition units 105, 109 can include corresponding DSRC receiver units. These DSRC receiver units can be configured to enable track-specific data communication with vehicles 200. This track-specific data communication allows the identification data (Id) provided by the vehicles 200 to be uniquely assigned to the respective vehicles 200.

[0073] Based on the identification information Id provided by the on-board units 203, the respective detection units 105 and 109 are able to determine the vehicle type of vehicle 200. The first and second detection units 105 and 109 can thus identify vehicle 200 as a goods transport vehicle based on the identification data Id from the on-board unit 203.

[0074] This can be achieved, for example, by ensuring that only vehicles used for freight transport are equipped with the corresponding on-board units 203. If identification data (Id) of an on-board unit 203 is transmitted from a vehicle 200 to the respective recording unit 105, 109, then the vehicle 200 can only be a vehicle used for freight transport.

[0075] The data communication between the respective acquisition units 105 and 109 and the on-board unit 203 is carried out according to established data communication principles. Upon entering the operational range of the respective DSRC receiver unit of the first and second acquisition units 105 and 109, the respective acquisition unit 105 and 109 sends a corresponding request to transmit the identification data Id to the respective on-board unit 203 of the vehicle 200. The respective on-board unit 203 then transmits the requested identification data Id.

[0076] In the illustrated embodiment, the traffic monitoring system 100 further comprises a camera unit 111. The camera unit 111 is positioned behind the second detection unit 109 in the direction of travel D. After the central monitoring unit 101 has determined that the vehicle 200 has violated a no-entry sign while traveling between the first and second detection locations P1, P2, the camera unit 111 is triggered to determine the vehicle identification and camera data of the license plate of the vehicle 200 is recorded as the vehicle 200 passes the camera unit 111.

[0077] For this purpose, the camera unit 111 can, for example, be designed as an automatic license plate recognition camera.

[0078] Subsequently, the correspondingly determined vehicle identification number 201 is transmitted by the camera unit 111 to the central monitoring unit 101.

[0079] The recording of image data by camera unit 111 only takes place if the central monitoring unit 101 has previously determined that the respective no-entry sign has been disregarded.

[0080] According to one embodiment, the first and / or second acquisition information 103, 107 and / or the determined travel time DT and / or the determined vehicle identifier 201 are stored in the central monitoring unit 101 for at least the shortest reference travel time DT_REF and at most the longest reference travel time.

[0081] In summary, the method according to one embodiment can be carried out as follows: First, when the vehicle 200 enters the detection range of the first detection unit 105, the identification data Id. is automatically provided by the respective on-board unit 203 of the vehicle 200.

[0082] Based on the identification data Id, the first acquisition unit 105 generates an identifier by means of which the respective identification data Id of the on-board unit 203 can be assigned.

[0083] Subsequently, the first acquisition unit 105 generates a first acquisition information 103. This first acquisition information 103 includes at least the first acquisition location P1, the first acquisition time T1 at which the vehicle 200 was acquired by the first acquisition unit 105, and the identifier of the respective on-board unit 203. The first acquisition information 103 is uniquely assigned to the on-board unit 203 and thus to the vehicle 200 via the identifier.

[0084] Subsequently, the first data collection unit 105 sends the first data collection information 103 in anonymized form, for example in encrypted form, to the central monitoring unit 101.

[0085] The central monitoring unit 101 stores the information from the first acquisition unit 105 in a corresponding storage unit.

[0086] When vehicle 200 enters the detection range of the second detection unit 109, the corresponding on-board unit 203 automatically sends the identification data Id to the second detection unit 109. This in turn generates the identifier and the second detection information 107, comprising the identifier, the second detection location P2 and the second detection times T2, and sends the second detection information 107 to the central monitoring unit 101.

[0087] The central monitoring unit 101 also stores the information from the second recording information 107.

[0088] The central monitoring unit then compares the identifier of the first data acquisition information 103 with the identifier of the second data acquisition information 107. If the two identifiers match, the first and second data acquisition information 103, 107 are assigned to the same vehicle 200.

[0089] Subsequently, the central monitoring unit 101 calculates the travel time DT of the vehicle 200 between the first and second recording locations P1, P2, based on the first and second recording times T1, T2.

[0090] Subsequently, the central monitoring unit 101 determines a shortest reference travel time DT_REF for a route S1 between the first and second recording locations P1, P2 by reading a database of pre-stored reference travel times DT_REF for different routes S1 between different recording locations P1, P2.

[0091] Subsequently, the central monitoring unit 101 compares the determined travel time DT of vehicle 200 with the shortest reference travel time DT_REF. If the travel time DT of vehicle 200 is less than the shortest reference travel time DT_REF, the central monitoring unit 101 identifies the violation of the no-entry sign by vehicle 200.

[0092] Based on this, the central monitoring unit 101 triggers the camera unit 111 to take a license plate image. After the license plate image has been taken by the camera unit 111, the vehicle identification 201, in the form of the license plate information, is transmitted from the camera unit 111 to the central monitoring unit 101.

[0093] The procedure according to the described embodiment is carried out during the journey of the vehicle 200 between the first and second detection locations P1, P2 or the positioning of the camera unit 111.

[0094] According to one embodiment, the central monitoring unit 101 determines the vehicle identifier 201 by decoding the decoded first and second acquisition information 103, 107. For this purpose, the first and second acquisition information 103, 107 comprise information on which the vehicle identifier 201 of vehicle 200 can be determined. This information may, for example, have been provided by vehicle 200 via the identification data Id.

[0095] In contrast to the embodiment shown here, the traffic monitoring system 100 can comprise a plurality of detection units 105, 109 which are positioned at different detection locations.

[0096] Figure 2 shows a flowchart of a procedure 400 for traffic monitoring by a traffic monitoring system 100.

[0097] In a first process step 401, the central monitoring unit 101 receives the first acquisition information 103 from the first acquisition unit 105.

[0098] In a second process step 403, the monitoring unit 101 receives the second acquisition information 107 from the second acquisition unit 109.

[0099] In a third process step 405, the central monitoring unit 101 determines the travel time DT of the vehicle 200 between the first and second recording locations P1, P2 based on the first and second recording times T1, T2.

[0100] In a fourth process step 407, the monitoring unit 101 compares the determined travel time DT with the shortest predefined reference travel time DT_REF.

[0101] In a fifth process step 409, the central monitoring unit 101 determines the violation of the no-entry rule by the vehicle 200 if the determined journey time DT falls below the predefined shortest reference journey time DT_REF.

[0102] In a sixth process step 411, the vehicle identification number 201 of vehicle 200 is determined by the central monitoring unit 101.

[0103] Figure 3 Figure 500 shows a schematic representation of a computer program product comprising instructions which, when the program is executed by a data processing unit, cause it to execute the procedure for traffic monitoring by a traffic monitoring system 100.

[0104] In the embodiment shown, the computer program product 500 is stored on a storage medium 501. The storage medium 501 can be any storage medium known from the prior art. Reference symbol list

[0105] 100 Traffic monitoring system 101 Monitoring unit 103 First data acquisition 105 First data acquisition unit 107 Second data acquisition 109 Second data acquisition unit 111 Camera unit 113 Computing unit 200Vehicle 201Vehicle identifier 203On-board unit 300 Computer program product 301 Storage medium 400Procedure 401First process step 403Second process step 405Third process step 407Fourth process step 409Fifth process step 411Sixth process step 500 Computer program product 501 Storage medium P1 First recording location P2 Second recording location T1 First recording time T2 Second recording time DT_REF Shortest reference travel time DT Travel time Id Identification data S1 Travel distance S2 Further travel distance D Travel direction

Claims

1. A method for traffic monitoring by a traffic monitoring system (100), wherein a central monitoring unit (101) receives first detection information (103) from a first detection unit (105) positioned at a first detection location (P1), wherein the first detection information (103) indicates a detection of a vehicle (200) of a specific vehicle class at the first detection location (P1) at a first detection time (T1), wherein the central monitoring unit (101) receives second detection information (107) from a second detection unit (109) positioned at a second detection location (P2), wherein the second detection information (107) indicates a detection of the vehicle (200) at the second detection location (P2) at a second detection time (T2),wherein the central monitoring unit (101) determines a journey time (DT) of the vehicle (200) between the first detection location (P1) and the second detection location (P2) based on the first and second detection times (T1, T2), wherein the monitoring unit (101) compares the determined journey time (DT) with a shortest predefined reference journey time (DT_Ref) for a journey between the first detection location (P1) and the second detection location (P2) along a route (S1) intended for travel by vehicles (200) of the specified vehicle class, wherein the central monitoring unit (101) detects a violation of a no-entry sign by the vehicle (200) during the journey between the first detection location (P1) and the second detection location (P2) if the determined journey time (DT) is less than the predefined shortest reference journey time (DT_Ref),and wherein the central monitoring unit (101) determines a vehicle identification number (201) of the vehicle (200) if a violation of the no-entry rule is detected.

2. Method according to claim 1, wherein the vehicle (200) of the specified vehicle class is a vehicle (200) for the carriage of goods, and / or wherein the first detection location (P1) and / or the second detection location (P2) are arranged in an urban area (300) or at a predefined distance to a city boundary (301) of the urban area (300).

3. Method according to one of the preceding claims, wherein the first and second acquisition information (103, 107) each comprise at least one identifier, and wherein, if the identifiers match, the central monitoring unit (101) assigns the first and second acquisition information (103, 107) to the same vehicle (200).

4. Method according to one of the preceding claims, wherein the first and second acquisition information (103, 107) includes at least information regarding the first and second acquisition times (T1, T2) and / or the first and second acquisition locations (P1, P2) and / or the vehicle class of the vehicle (200).

5. Method according to one of the preceding claims, wherein the first and second acquisition information (103, 107) is based on identification data (Id) of the vehicle (200) sent by the vehicle (200) to the first and second acquisition units (105, 109).

6. Method according to claim 5, wherein the identification data (Id) of the vehicle (200) in the first and second acquisition information (103, 107) are provided in encrypted form by the first and second acquisition units (105, 109).

7. Method according to claim 6, wherein the encrypted identification data (Id) are decrypted by the central monitoring unit (101) to identify the vehicle identifier (201), and wherein the vehicle identifier (201) of the vehicle (200) is identified based on the decrypted identification data (Id).

8. Method according to any one of the preceding claims 5 to 7, wherein the identification data (Id) of the vehicle (200) received by the first and second detection units (105, 109) are identification data (Id) provided by an on-board unit (203), in particular a toll system, of the vehicle (200).

9. Method according to any one of the preceding claims 5 to 8, wherein data communication between the first and second detection units (105, 109) and the vehicle (200) is based on Dedicated Short Range Communications DSRC technology.

10. Method according to one of the preceding claims, wherein the first acquisition information (103) and / or the second acquisition information (107) is stored in the central monitoring unit (101) at least for the shortest reference period (DT_Ref) and / or at most for a longest reference period, wherein the longest reference period corresponds to a journey time of a vehicle of the specified vehicle class along a longest route between the first acquisition location (P1) and the second acquisition location (P2).

11. Method according to one of the preceding claims, wherein the minimum reference journey time (DT_Ref) was determined based on traffic data from journeys of vehicles (200) of the same vehicle class along the intended route (S1) and / or based on a simulation and / or based on a reference journey of a vehicle (200) of the same vehicle class along the intended route (S1), and / or wherein the minimum reference journey time (DT_Ref) is prestored in the central monitoring unit (101).

12. Method according to claim one of the preceding claims, wherein to identify the vehicle identification (201) a license plate information of the vehicle (200) is determined based on camera data from a camera unit (111) positioned in a direction of travel (D) behind the second detection location (P2), and / or wherein the camera data are data from an automatic license plate recognition camera.

13. Traffic monitoring system (100) comprising at least one first detection unit (105) arranged at a first detection location (P1) and a second detection unit (105, 109) arranged at a second detection location (P2) and a main processing unit connected to the first and second detection units (109) in terms of data technology, wherein the traffic monitoring system (100) is configured to execute the method according to any one of the preceding claims 1 to 11.

14. Computing unit (113) configured to execute the traffic monitoring method by a traffic monitoring system (100) according to any one of the preceding claims 1 to 12.

15. Computer program product (500) comprising instructions which, when the program is executed by a data processing unit, cause the data processing unit to execute the method for traffic monitoring by a traffic monitoring system (100) according to any one of the preceding claims 1 to 12.

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