Method and device for the controlled dispensing of an energy carrier medium to a receptacle

Abstract

The invention relates to a method and a device for the controlled dispensing of an energy carrier medium (M) to a receptacle (AB), the method comprising the steps of: capturing (S-A) a supply process (AV-P) in which an amount of an energy carrier medium (M) is dispensed at a supply point (P) of a filling station (T); detecting (S-B) that the amount of the energy carrier medium (M) dispensed by the filling station (T) in the supply process (AV-P) is received not by a (F) but by a receptacle (AB) belonging to a specific vehicle (F); and attributing (S-C) the amount of the energy carrier medium (M) dispensed to the receptacle (AB) to a receptacle budget (AB-BUD) of the relevant vehicle (F).

Description

[0001] R.417501

[0002] - 1 -

[0003] title

[0004] Method and device for the controlled release of an energy carrier medium to a receiving container

[0005] The invention relates to a method and a device for the controlled dispensing of an energy carrier medium to a receiving container, in particular for refueling a fuel canister with fuel, within a data fusion system, which is designed for the safe assignment of a vehicle to a receiving point of a filling station with regard to an energy carrier medium intake process and for monitoring a compliant intake and / or a compliant consumption of an energy carrier medium, in particular an eFuel, by a vehicle.

[0006] State of the art

[0007] Fuel produced using renewable energy is indistinguishable from conventional fuel. This also applies to electricity as an energy carrier. For the end consumer, such as an electric vehicle driver whose battery is being charged at a charging station, it is not easy to ascertain to what extent the charging current originates from a renewable and therefore environmentally friendly source.

[0008] Vehicles take on fuel or other energy carriers at filling stations or charging stations. At the time of taking on the energy carrier, the vehicle is located at the filling station or charging point. Various methods for determining a vehicle's position are known, such as those described in German patent application DE 102018205430 A1.

[0009] Disclosure of the invention R.417501

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[0011] According to a first aspect, the invention provides a method for the controlled dispensing of an energy carrier medium to a receiving container with the features specified in claim 1, a corresponding device for the controlled dispensing of an energy carrier medium to a receiving container, and a corresponding data fusion system with the features specified in claim 11. For this purpose, a data fusion system for the controlled dispensing of an energy carrier medium to receiving containers, in particular canisters, is extended according to the invention.

[0012] According to a first aspect, the invention provides a method for the controlled dispensing of an energy carrier medium to a receiving container comprising the following steps:

[0013] Recording a recording process in which a quantity of an energy carrier medium is dispensed at a recording point of a filling station;

[0014] Detect that the quantity of energy carrier medium dispensed by the filling station during the dispensing process is not being dispensed by a vehicle, but by a receiving container belonging to a specific vehicle; and allocate the quantity of energy carrier medium dispensed to the receiving container to a receiving container budget of the vehicle in question.

[0015] This offers the advantage that the dispensing of an energy carrier medium into a receiving container, particularly a canister, can also be integrated into a distributed data fusion system. The receiving container can be a portable or otherwise movable container for holding an energy carrier medium, especially a fuel.

[0016] The inventive method makes it possible to monitor the filling of a vehicle tank without gaps. Using the inventive method, the origin or source of the fuel in a vehicle tank can be determined. The inventive method makes it possible to trace whether the fuel in the vehicle tank originates, at least partially, from a receiving container, in particular a canister. R.417501

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[0018] In one possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium to a receiving container, the detection that the quantity of energy carrier medium dispensed at the filling station's dispensing point is being received by a receiving container and not by a vehicle is achieved by measuring the quantity of energy carrier medium specified in the dispensing process, which is typical for the volume of a receiving container. Fuel receiving containers, for example, jerrycans, have a standardized receiving volume, so that a corresponding dispensed quantity filling the receiving container can be easily detected. Furthermore, it is typical that the quantity of fuel received by a jerrycan is less than the quantity received by a vehicle's fuel tank during a normal refueling process.A small amount of fuel dispensed during a filling or refueling process at a gas station is at least an indication that the filling process in question is for filling a canister and not for refueling a vehicle's fuel tank.

[0019] In one possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium to a receiving container, the detection that the quantity of energy carrier medium dispensed at the receiving point of the filling station during the receiving process is not received by a vehicle but by a receiving container is achieved by detecting the actuation of an actuating element, in particular the actuation of an actuating button of the filling station or the vehicle, and that the detected actuation of the actuating element lies within a time window that includes the time of the receiving process detected on the part of the filling station.

[0020] Providing an actuation element on a user interface of the vehicle or filling station allows the person refueling or the driver of a vehicle to declare the filling of a container as such, so that it can be clearly assigned to a vehicle. The actuation element can also be displayed on a graphical touch-sensitive interface (GUI) of a user device via an application and actuated there by a user. R.417501

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[0022] In one possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium to a receiving container, the detection that the quantity of energy carrier medium dispensed at the dispensing point of the filling station during the dispensing process is not taken up by a vehicle but by a receiving container is carried out by evaluating information regarding the dispensing process that was manually entered into an input mask of a user interface.

[0023] This offers the advantage that the user can enter further relevant information in the input form. For example, the user can enter the quantity of energy carrier medium filled into their receiving container. This quantity can then be compared by the system with the quantity of energy carrier medium dispensed by the filling station at the receiving point.

[0024] In one possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium to a receiving container, the detection that the quantity of energy carrier medium dispensed at the filling station's receiving point during the dispensing process is being received by a receiving container and not by a vehicle is achieved by recognizing a difference in fill quantity between the quantity of energy carrier medium dispensed at the filling station's receiving point and the quantity of energy carrier medium received by a vehicle in a corresponding dispensing process. This has the advantage that the determination of the fill quantity difference is performed automatically by calculation, and the user does not need to enter any data via a user interface.

[0025] In one possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium to a receiving container, the vehicle's receiving container budget, updated by calculating the amount of energy carrier medium dispensed to the receiving container, is displayed to the vehicle's driver via a user interface. This allows the vehicle's driver to know at any given time whether their vehicle is about to exhaust its corresponding receiving container budget.

[0026] In one possible embodiment of the inventive method for the controlled release of an energy carrier medium to a receiving container R.417501

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[0028] The updated energy carrier budget of the vehicle, calculated by adding the quantity of energy carrier medium delivered to the receiving container, is compared with a maximum energy carrier budget of the vehicle, which specifies the maximum permissible quantity of energy carrier medium that may be supplied to the respective vehicle by a receiving container within a predefined driving distance and / or within a specific period of time.

[0029] In one possible embodiment of the inventive method for the controlled release of an energy carrier medium to a receiving container, an incentive reaction is triggered for the driver of the vehicle as soon as the updated receiving container budget of the vehicle exceeds the maximum receiving container budget of the vehicle.

[0030] In one possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium to a receiving container, the receiving container is a canister for holding a fuel as the energy carrier medium. Canisters generally have standardized volumes, so that the quantity of fuel filled into them can be easily detected.

[0031] According to a further aspect, the invention provides a device for the controlled dispensing of an energy carrier medium to a receiving container, comprising a detection unit for recording a dispensing process in which a quantity of an energy carrier medium is dispensed at a dispensing point of a filling station, a detection unit for detecting that the quantity of the energy carrier medium dispensed by the filling station in the dispensing process is not dispensed by a vehicle but by a receiving container, and an allocation unit for allocating the quantity of the energy carrier medium dispensed to the receiving container to a receiving container budget of the vehicle in question.

[0032] The invention further provides a data fusion system for securely assigning a vehicle to a receiving point at a filling station, wherein the system is designed to execute a computer-implemented method for the controlled dispensing of an energy carrier medium to a receiving container according to the first aspect of the invention. R.417501

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[0034] The Data-Fusion System according to the invention also performs a computer-implemented method for reliably assigning a vehicle to a refueling point at a filling station with regard to an energy carrier medium refueling process, comprising the following steps:

[0035] Transfer of initial information data regarding a recording process captured at a recording point of a gas station from the recording point to a backend system via an initial data interface;

[0036] Transfer of secondary information data regarding a recording process captured on the side of a vehicle from the vehicle to the backend system via a second data interface; and

[0037] Assigning the vehicle to the recording point if an evaluation of the information data obtained via the data interfaces by a data processing unit shows that the recording process recorded on the side of the recording point and the recording process recorded from the side of the vehicle relate to the same recording process.

[0038] Using the above assignment procedure, it can be ensured that an incorrect assignment of a recording process between a recording point and a vehicle cannot occur, either accidentally or intentionally. This significantly increases security against corruption.

[0039] At a filling point of a filling station, an energy carrier medium is taken in by a vehicle in a single intake process. This intake process can be recorded from both sides, i.e., from the vehicle side and from the side of the filling point.

[0040] The data fusion system, extended by implementing the inventive method for the controlled dispensing of an energy carrier medium into a receiving container, allows for the detection of canister fillings in a canister or other receiving container with an energy carrier medium. This ensures that a canister filling is reliably detected and R.417501

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[0042] If a canister budget can be allocated to vehicle F, it is preferable to provide one.

[0043] In the data fusion system, initial information regarding a vehicle-acquired fuel intake process is transmitted via a first data interface to a backend system. In one possible embodiment, the transmitted information includes the time, location, and quantity of fuel taken in by the vehicle.

[0044] Furthermore, a second set of information regarding the recording process captured at the recording point is transmitted via a second data interface to the backend system of the data fusion system. The gas station sends this second set of information to the backend system via the second data interface.

[0045] In one possible embodiment, the information received via the two data interfaces in a handshake process is then evaluated by a data processing unit of the data fusion system to determine whether the recording process captured at the recording point and the recording process captured from the vehicle actually refer to the same recording process. If this is the case, the vehicle is assigned to the recording point with regard to the recording process identified as identical, particularly for billing purposes and / or to determine whether the recording process identified as identical was carried out in accordance with regulations.

[0046] The evaluation result and / or the determined assignment can be transmitted by the backend system of the data fusion system to a control unit of the vehicle and / or to an end device of the vehicle driver and / or to an end device of the vehicle owner.

[0047] The above steps can be carried out at least partially in parallel.

[0048] The evaluation of the information data is preferably carried out by a data processing unit in the backend system of the data fusion system R.417501.

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[0050] or the cloud. This makes manipulation of the evaluation results significantly more difficult.

[0051] Another advantage is that the backend system of the data fusion system has powerful computing resources available, enabling real-time data processing of large data volumes.

[0052] Another advantage is that neither at the recording point nor in the vehicle do complex calculation routines need to be implemented and maintained.

[0053] Alternatively, the evaluation of the information data or the data comparison can also take place in a data processing unit of the vehicle and / or the filling station / charging point.

[0054] The allocation method does not require a data interface between the vehicle and the charging point at the filling station. This significantly reduces the technical effort. Furthermore, it lowers the technical requirements for participating vehicles and filling stations / charging points, allowing a considerably larger proportion of vehicles and filling stations / charging points to be connected to the system according to the invention with minimal effort.

[0055] Brief description of the drawings

[0056] Further features and advantages of the present invention are explained below with reference to the figures.

[0057] They show:

[0058] Fig. 1 is a flowchart illustrating an embodiment of a computer-implemented method executable by the Data Fusion System according to the invention for assigning a vehicle to a recording point at a filling station; R.417501

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[0060] Fig. 2 is a diagram to illustrate a possible embodiment of the data fusion system according to the invention;

[0061] Fig. 3 shows a flowchart of a method according to the invention for the controlled dispensing of an energy carrier medium to a receiving container;

[0062] Fig. 4 shows a block diagram of a possible embodiment of a device according to the invention for the controlled dispensing of an energy carrier medium to a receiving container.

[0063] The data fusion system DFSYS shown in Fig. 2 is suitable for implementing a computer-implemented method for reliably assigning a vehicle F to a pickup point P at a filling station T with regard to an energy carrier medium pickup process, i.e., a refueling or charging process. The data fusion system DFSYS according to the invention shown in Fig. 2 is further designed to implement a computer-implemented method for the controlled or monitored dispensing of an energy carrier medium M to a receiving container, in particular a canister.

[0064] The mapping procedure executable by the Data Fusion System DFSYS can include several main step steps S1 - S5, as shown in Fig. 1.

[0065] In a first step S1, an energy carrier medium M is taken up by the vehicle F at a pickup point P in a pickup process AV. This involves refueling or charging the vehicle battery of the vehicle F with electrical current.

[0066] In a second step S2, initial information data (Data 1) regarding the recording process (AV-P) recorded at a recording point P of a filling station T is transferred from recording point P via a first data interface INT1 to a backend system BSYS of the data fusion system DFSYS.

[0067] In a third step S3, a second set of information data (Data 2) is transferred regarding the R.417501 recorded on the side of a vehicle F.

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[0069] Recording process (AV-F) from the vehicle F via a second data interface INT2 to the backend system BSYS of the Data Fusion System DFSYS.

[0070] The backend system BSYS of the data fusion system DFSYS shown in Fig. 1 thus receives information data regarding a recording process AV from two different units via two separate data interfaces INT1 and INT2: on the one hand, from the recording point P of the filling station / charging station, and on the other hand, from the vehicle F. To prevent confusion or manipulation, the backend system BSYS of the data fusion system DFSYS checks whether the received information data Data1 and Data2 belong to the same recording process AV, or whether a recording process AV from a recording point P is assigned to a specific vehicle F.

[0071] The data interfaces INT1 and INT2 of the Data-Fusion Systems DFSYS can have wired or wireless interfaces and utilize an existing communication infrastructure for data transmission, in particular mobile networks or the internet. A specific data transmission protocol is preferably used to transmit the information data Data1 and Data2, as well as the evaluation results, in a handshake process. The handshake data transmission protocol used is preferably suitable for real-time data transmission with low latency. Data transmission to / from the data processing unit DVE of the backend system BSYS of the Data-Fusion Systems DFSYS is preferably cryptographically secured and can also employ challenge-response procedures.

[0072] In the subsequent assignment process of the Data Fusion System DFSYS shown in Fig. 1, in step S5, vehicle F is assigned to the recording point P if an evaluation of the information data (Data 1, Data 2) obtained via the data interfaces (INT1, INT2) by a data processing unit DVE in step S4 shows that the recording process (AV-P) recorded at recording point P and the recording process (AV-F) recorded at vehicle F relate to the same recording process (AV = AV-P = AV-F). If the recording processes AV-F and AV-P are successfully matched, vehicle F is preferably assigned to R.417501.

[0073] - 11 -

[0074] Logically linked or assigned to the recording point P. This linking or assignment allows for further evaluations, particularly regarding compliance with rules R. Furthermore, manipulations or attempted manipulations can be more easily detected through this assignment.

[0075] In the fourth step S4 of the assignment procedure carried out by the Data-Fusion System DF-SYS according to Fig.1, the information data (Data 1, Data 2) obtained via the data interfaces (INT1, INT2) are optionally additionally evaluated by a data processing unit DVE to determine whether the recognized intake process AV and / or the energy carrier medium M taken up by the vehicle F comply with the specified rules R.

[0076] The data fusion system DFSYS shown in Fig. 2 is supplemented according to the invention such that it is also capable of taking into account the receipt of an energy carrier medium M dispensed from the filling station T by a receiving container AB. In one possible embodiment, the receiving container AB is a fuel canister K, which is filled at a receiving point P of a filling station T and whose contents can be used at a later time to manually fill the fuel tank of a vehicle F. The fuel canister K is, for example, a reserve canister that is filled by the driver at the receiving point P of a filling station T and is carried in a trunk of the vehicle F.If necessary, the vehicle's fuel tank F can be manually filled by the driver with the contents of the reserve canister, particularly if the vehicle's fuel tank runs empty before the driver reaches another filling station T. The data fusion system DFSYS, extended according to the invention, also allows for the detection of canister fillings.

[0077] For this purpose, the Data Fusion System DFSYS executes a method according to the invention for the controlled dispensing of an energy carrier medium M to a receiving container AB with several steps SA, SB, SC, as schematically depicted in the flowchart according to Fig. 3. R.417501

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[0079] In a first step SA, a recording process AV-P is captured in which a quantity of an energy carrier medium M is delivered to a recording point P of a filling station T of the Data Fusion System DFSYS.

[0080] In a further step SB of the inventive method shown in Fig. 3, it is detected that the quantity of energy carrier medium M dispensed in the first step SA is not dispensed to a vehicle F, but to a receiving container AB which belongs to a specific vehicle F.

[0081] In a further step SC of the inventive method shown in Fig.3, the quantity of energy carrier medium M delivered to the receiving container AB is then allocated to a receiving container budget (AB-BUD) of the vehicle F in question.

[0082] In one possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium M to a receiving container AB, as shown in Fig. 3, step SB detects that the quantity of energy carrier medium M dispensed at the receiving point P of the filling station T during the detected receiving process AV-P is not received by a vehicle F, but by a receiving container AB, based on a quantity of the specified energy carrier medium M that is typical for the standardized relatively small volume of a receiving container AB.

[0083] In another possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium M to a receiving container AB, as shown in Fig. 3, step SB detects that the quantity of energy carrier medium M dispensed at the receiving point P of the filling station T during the receiving process AV-P is not being received by a vehicle F, but by a receiving container AB. This detection is achieved by recognizing the actuation of an actuating element, in particular the pressing of an actuating button provided at the filling station T or in the vehicle F, within a time window that includes the time of the receiving process AV-P detected in step SA.

[0084] - 13 -

[0085] In another possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium M to a receiving container AB, as shown in Fig. 3, in step SB the detection that the quantity of energy carrier medium M dispensed in the receiving process AV-P at the receiving point P of the filling station T is not taken up by a vehicle F, but by a receiving container AB, is carried out by evaluating information regarding the receiving process AV-P that was manually entered into an input mask of a user interface.

[0086] In another possible embodiment of the inventive method for the controlled dispensing of an energy carrier medium M to a receiving container AB, as shown in Fig. 3, in step SB the detection takes place that the quantity of energy carrier medium M dispensed in the receiving process AV-P at the receiving point P of the filling station T is not received by a vehicle F, but by a receiving container AB, by recognizing a difference in fill quantity between the quantity of energy carrier medium M dispensed in the receiving process AV-P at the receiving point P of the filling station T and a quantity of energy carrier medium M received by a vehicle F in a corresponding receiving process AV-F.

[0087] In one possible embodiment of the method shown in Fig. 3 for the controlled dispensing of an energy carrier medium M to a receiving container AB, the receiving container budget (AB-BUD) of the vehicle F, updated in step SC by adding the quantity of energy carrier medium M dispensed to the receiving container AB, is displayed to the driver of the vehicle F via a user interface.

[0088] In one possible embodiment of the method shown in Fig. 3 for the controlled dispensing of an energy carrier medium M to a receiving container AB, the receiving container budget (AB-BUD) of the vehicle F, updated in step SC by adding the quantity of energy carrier medium M dispensed to the receiving container AB, is compared with a maximum receiving container budget (AB-BUD-MAX) of the vehicle F. The maximum receiving container budget (AB-BUD-MAX) of the vehicle F specifies the maximum permissible quantity of energy carrier medium M that the respective vehicle F may receive within a predefined driving distance.

[0089] - 14 -

[0090] and / or may be supplied by a receiving container AB within a specific time period. The maximum receiving container budget (AB-BUD-MAX) of vehicle F is configurable within the system. The maximum receiving container budget (AB-BUD-MAX) of vehicle F can be adjusted within the system for various use cases, vehicle types, user inputs, and individual vehicles F.

[0091] In one possible embodiment of the method shown in Fig. 3 for the controlled release of an energy carrier medium M to a receiving container AB, an incentive reaction is automatically triggered for the driver of the vehicle F as soon as the updated receiving container budget (AB-BUD) of the vehicle F exceeds the maximum receiving container budget (AB-BUD) of the vehicle F.

[0092] In one possible embodiment of the method shown in Fig. 3 for the controlled dispensing of an energy carrier medium M to a receiving container AB, the receiving container AB is a canister K for receiving a fuel as the energy carrier medium M.

[0093] The invention further provides a device 1 for the controlled dispensing of an energy carrier medium M to a receiving container AB, as schematically depicted in Fig. 4. The device 1 forms part of the data fusion system DFSYS schematically depicted in Fig. 1 and can, for example, be integrated into a dispensing or charging station of a filling station T or into the backup system BSYS of the data fusion system DFSYS.

[0094] The device 1 has a detection unit 2 for detecting a receiving process AV-P in which a quantity of an energy carrier medium M is dispensed at a receiving point P of a filling station T.

[0095] The device 1 further has a detection unit 3 which is capable of detecting that the quantity of energy carrier medium M dispensed in the recorded intake process AV-P was not taken up by a vehicle F, but by a receiving container AB belonging to a specific vehicle F. R.417501

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[0097] The device 1 further comprises an allocation unit 4, which is provided for allocating the quantity of the energy carrier medium M delivered to the receiving container AB to a receiving container budget (AB-BUD) of the vehicle F concerned.

[0098] Furthermore, according to another aspect, the invention provides a data fusion system DFSYS for reliably assigning a vehicle F to a pickup point P of a filling station T, as shown in Fig. 1, wherein the data fusion system DFSYS is also designed to carry out a computer-implemented method for the controlled dispensing of an energy carrier medium M to a receiving container AB according to the first aspect of the invention.

[0099] To ensure that the filling of a portable canister K with fuel or the filling of any other container AB for receiving an energy carrier medium M can be reliably identified and assigned to a vehicle F, a canister budget K-BUD, or more generally a container budget AB-BUD, is defined. The canister budget K-BUD is the permitted quantity of fuel that can be supplied to the vehicle F via canister K. Specific limits may apply to different vehicle categories. Generally, the container budget AB-BUD of a vehicle F is the maximum permitted quantity of a specific energy carrier medium M that may be supplied to the vehicle F in question via a separate container AB within a predefined distance and / or time period.

[0100] In one possible embodiment, the receiving container AB used is a portable receiving container, in particular a canister K or the like that can be carried by a person, or any other movable receiving container AB. If the energy carrier medium M is, for example, electrical energy or electrical charge, the receiving container AB can be formed, for example, by a rechargeable and replaceable vehicle battery.

[0101] In one possible embodiment of the inventive method shown in Fig. 3, a fixed canister budget K-BUD per total distance traveled can be allocated for a vehicle F (e.g. 20 liters per R.417501).

[0102] - 16 -

[0103] 10,000 km) of vehicle F. Thus, a receiving container budget AB-BUD is defined for vehicle F for a distance traveled by vehicle F.

[0104] In one possible embodiment, typical canister quantities (e.g., < 10 liters) of a canister K or other receiving container AB are recognized and allocated to the canister budget K-BUD or the receiving container budget AB-BUD of the vehicle F, respectively. If the actual quantity corresponds to a typical canister K fill level, it is checked whether the current canister budget K-BUD of the vehicle F still allows this quantity. If the maximum permitted canister budget K-BUD of the vehicle F is exceeded, an incentive response is triggered for the driver of the vehicle F. This incentive response includes, for example, a limitation of the vehicle speed of the vehicle F and / or a torque limitation. In general, the incentive response provides the driver of the vehicle F with an incentive not to exceed the maximum permitted canister budget K-BUD or the maximum receiving container budget AB-BUD-MAX of their vehicle F.

[0105] The currently used canister budget K-BUD of vehicle F is preferably automatically reset after a certain distance has been traveled by the vehicle F and / or after a certain period of time (e.g., every 10,000 km). The necessary check can be performed in vehicle F and / or in the cloud or by the backup system BSYS of the data fusion system DFSYS shown in Fig. 2. The status of the current canister budget K-BUD or the current container budget AB-BUD of vehicle F can be displayed to the driver of vehicle F via a user interface in the vehicle (dashboard) or via the cloud through a corresponding application (APP) on a portable device.

[0106] In one possible embodiment of the method according to the invention, detection in step SB is confirmed by means of a button or other actuating element provided in the vehicle F. Before or after the refueling process or before or after the recording process AV-P, the driver of the vehicle F can activate an actuating element (hardware or R.417501) provided for this purpose in the vehicle F.

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[0108] Software in the dashboard) confirms that a filling of a canister K or other receiving container AB with fuel is imminent or has already been carried out (status 0 or 1).

[0109] Alternatively, the pump number of a pump or other dispensing point P at gas station T can be entered via an input form. The driver of vehicle F can refuel and simultaneously fill their canister K with fuel (for example, without attaching the nozzle). The cloud, or rather the backend system BSYS of the data fusion system DFSYS, then automatically recognizes when the events from gas station T and vehicle F have been transmitted. While the refueling time reported by vehicle F for the dispensing process AV-P or the refueling process itself matches the refueling time reported by gas station T, the quantity of fuel M reported by the vehicle does not match the quantity of fuel M reported by gas station T. The status generated in vehicle F by pressing the activation element, which is then communicated to the cloud, can be used for this matching. The difference in quantity (i.e.,The difference between the amount of fuel taken in by vehicle F and the amount dispensed by gas station T via the pump nozzle is added to the canister budget K-BUD of vehicle F and totaled in vehicle F and / or in the cloud. As soon as the amount of fuel put into canister K is later manually added to vehicle F, the canister budget KBUD is reduced accordingly. If no notification is received, the driver can be notified. If a notification is received again, an incentive response can be triggered. The evaluation / consideration of button presses preferably only occurs within a defined period before or after the recorded refueling process.

[0110] In a possible preferred embodiment, confirmation is effected by means of a button or other actuating element provided at the filling station T. Before or after the refueling process, the driver of vehicle F must confirm, by actuating an actuating element, that the filling of a canister K at a pump X of the filling station T is imminent or has already been carried out (status 0 or 1). The actuating element provided at the filling station T can be replaced by a device at the pump R.417501

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[0112] Hardware equipment provided at the gas station T is formed and can be activated, for example, by the driver of vehicle F during a payment process.

[0113] The driver can refuel their vehicle F and fill their jerrycan K in the same process (without attaching the nozzle). The cloud then automatically detects when the events from the gas station T and the vehicle F were transmitted. While in this case the refueling time reported by vehicle F matches the refueling time reported by gas station T, the reported quantities of the fuel M dispensed do not match. The status at gas station T, triggered by pressing the actuator and communicated to the cloud, can be used for this purpose. This quantity (the difference between the quantity reported by vehicle F and the quantity reported by gas station T) is recognized as a contribution to the jerrycan budget K-BUD of vehicle F and added to both the vehicle F and cloud data. Once the fuel is later dispensed into vehicle F, the jerrycan budget K-BUD is reduced accordingly.If the driver fails to report or activate the button for reporting canister refueling, they can be notified of this via a user interface. If the system fails to report or activate the button again, a corresponding incentive response can be triggered. The evaluation and consideration of a pressed button only occurs within a defined timeframe before or after the recorded refueling process.

[0114] In another possible embodiment, the filling of a canister K or other container AB is entered manually. After filling canister K, the driver of vehicle F enters the filled quantity and the time (or the pump number) into an input form. This input can be done via an interface of vehicle F or in the cloud (via a mobile application). The fill quantity entered via the input form is automatically taken into account in the canister budget K-BUD of vehicle F, and the canister budget K-BUD of vehicle F is updated accordingly. R.417501

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[0116] The amount of fuel dispensed into canister K is preferably verified via events from the cloud and vehicle F. In case of an error message, the driver of vehicle F can be notified. If another error message occurs, an appropriate incentive response can be triggered. As soon as the amount of fuel dispensed into canister K is later manually transferred into vehicle F, the canister budget K-BUD is reduced accordingly. The evaluation and consideration of the entry action only takes place within a defined period before or after the recorded refueling process.

[0117] In another possible embodiment, filling canisters at gas station T can be prohibited. In this embodiment, filling a canister during a refueling process in which vehicle F is also being refueled can be prevented by the gas station T's usage rules. Therefore, in this embodiment, a canister K or other container AB can only be filled via a separate refueling process (subtotal or a new pumping process). This ensures that each refueling process can be clearly attributed to the refueling of vehicle F.

[0118] Canister events, i.e., the refueling of a canister K, are then not automatically assigned.

[0119] The various embodiments of the method according to the invention mentioned above can be combined with one another to increase the robustness of the data fusion system DFSYS according to the invention. In particular, different detection methods for detecting the filling of a receiving container AB can be combined with one another.

[0120] In a further step, evaluation results can be transferred by the backend system BSYS to a control unit of the vehicle F and / or to an end device of the vehicle driver and / or to an end device of the vehicle owner.

[0121] In one possible embodiment of the method according to the invention, the method is executed in real time. R.417501

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[0123] An advantage of the assignment method shown in Fig. 1 and the Data Fusion System DFSYS according to the invention is that no data exchange is required between the recording point P and the vehicle F. Consequently, it is not necessary to provide a data interface between the vehicle F and the recording point or the fuel pump / charging station of the filling station T.

[0124] In one possible embodiment of the assignment method shown in Fig. 1, the first information data (Data 1) transmitted from the recording point P via the first interface INT1 of the filling station T with regard to the energy carrier medium M received by the vehicle F during the recording process includes a digital twin data set (DTM) of the energy carrier medium M, which indicates the environmental impact of the production and transport of the energy carrier medium M available at the recording point P of the filling station T, in particular its CO2 footprint. For example, the digital twin data set (DTM) for hydrogen H2 as energy carrier medium M can indicate whether it is so-called green hydrogen, which has been produced using renewable energy sources.

[0125] The digital twin dataset (DTM) of the energy carrier medium M reflects the CO2 footprint of the respective energy carrier medium M across the entire supply chain.

[0126] When a liquid or gaseous fuel is used as the energy carrier M, the fuel is transported via a transport medium from a tank in a control warehouse to underground tanks at various filling stations T. The transport medium is, for example, a tank truck or a pipeline. From the underground tank, the energy carrier M flows via pipes to the dispensing nozzles as the delivery points P.

[0127] The fuel in the control storage tank can also be a mixture of different fuel types with their associated CO2 equivalents. For a fuel mixture, a CO2 footprint is calculated from the CO2 equivalents of the fuel types it contains and stored in the digital twin dataset (DTM) of the mixed fuel.

[0128] In one possible embodiment of the method, the energy carrier medium M comprises a fuel which is supplied from a fuel tank of an R.417501

[0129] - 21 -

[0130] Fuel is transferred from a fuel pump to a fuel nozzle as the receiving point P at a fuel filling station and during a refueling process fills a fuel tank of a vehicle F or a receiving container AB of a vehicle F or of a vehicle owner or driver of a vehicle F.

[0131] A filling station T can offer various energy carrier media M, each of which is available for intake by a vehicle F via a corresponding group of filling points P at the filling station. For example, a fuel pump at filling station T comprises several fuel filling points P for different fuels or fuel mixtures.

[0132] Examples of fuels that can be used include eFuel, hydrogen (H2), compressed natural gas (CNG), liquefied natural gas (LNG), liquefied petroleum gas (LPG), kerosene, gasoline, diesel fuel, marine diesel fuel, biodiesel, machine oil, palm oil, hydrogenated / hydrotreated vegetable oils (HVO), and / or paraffinic fuel. However, the examples listed here of fuels that can be used as energy carriers (M) are not exhaustive. Electricity can also be the energy carrier. In Germany, for example, the "Second Ordinance Amending the Ordinance on the Composition and Labeling of the Qualities of Fuels" published in the Federal Law Gazette, Part I, No. 169, on May 28, 2024, applies.

[0133] The transmitted and stored energy medium information can include, for example, the CO2 footprint of the energy carrier M transferred at the receiving point P, such as a sustainability certificate, the proportion of renewable energy medium components of the transferred energy carrier M, and / or the origin of the renewable energy medium component of the transferred energy carrier M. The information provided to the respective intermediate or end consumer can thus specifically include the CO2 footprint of the transferred / sold energy carrier M, its proportion of renewable energy medium components, and / or their origin. In this way, a strong incentive is created for the respective intermediate or end consumer to accept / purchase an energy carrier M with a CO2 footprint.

[0134] - 22 -

[0135] good CO2 footprint, a relatively high proportion of renewable energy medium components and / or their desirable origin (see also Corporate Sustainability Reporting Directive (CS RD) (EU) 2022 / 2464).

[0136] In another possible embodiment of the method according to the invention, the energy carrier medium M carries an electric current which is supplied from an electrical power supply network of an electric vehicle charging station T or charging point via a charging column to a charging plug as the receiving point P for the electric current and, during a charging process, charges a vehicle battery of the vehicle F or a portable accumulator as the receiving container AB for electrical energy. A charging column can have several charging plugs as receiving points P. The charging of the vehicle battery or the electrical receiving container AB can be carried out via a charging cable or inductively via coils.

[0137] The receiving point P serves to supply an energy carrier medium M to a vehicle F, which receives the selected energy carrier medium M in a single intake process from a receiving point P of the filling station or charging station, or to supply an energy carrier medium M for refueling or filling a receiving container AB, in particular a canister K, for example, a reserve canister of a vehicle. The receiving point P can also be a charging plug or a dispensing nozzle or any other device suitable for transferring an energy carrier medium M into a designated receiving unit of the vehicle F or into a receiving container AB.

[0138] The receiving point P itself, or the associated fuel dispenser or charging station, delivers data to a data processing unit at the filling station or charging point T, which has a first data interface INT1. This data interface INT1 is intended for transmitting initial information data Data 1 to the backend system BSYS. This initial information data Data 1 contains information regarding the energy carrier medium MR417501 received by the vehicle F during the receiving process AV-P from the receiving point P of the filling station or charging point T.

[0139] - 23 -

[0140] In one possible embodiment of the assignment method shown in Fig. 1, the first information data (Data 1) transmitted from the recording point P to the backend system BSYS via the first interface INT1 includes an identification of the recording point (P-ID), a time period of the recording process AV-P, a quantity of the energy carrier medium M delivered from the recording point P to the vehicle F during the recording process AV-P, and a location of the recording point P, for example, its geographical coordinates. Depending on the application, the first information data (Data 1) may include further relevant information regarding the recording process AV-P from the perspective of the recording point P.

[0141] The first data interface INT1 of the Data Fusion System DFSYS shown in Fig. 2 is further provided for receiving evaluation results from the backend system BSYS by the filling station or charging point T. These evaluation results received from the backend system BSYS indicate whether the charging process and / or the energy carrier medium M received by the vehicle F or from a receiving container AB comply with predefined rules R regarding environmental compatibility, particularly with regard to the production, storage, and / or transport of the energy carrier medium M. In one possible embodiment of the method according to the invention, the predefined rules R are stored in a database DB of the backend system BSYS, as schematically shown in Fig. 2.

[0142] In another possible embodiment, the operator of the filling station T or charging point and / or the owner of vehicle F can enter further criteria via a user interface. These criteria, in addition to the legally mandated rules stored in the database DB, must also be observed during the registration process AV. For example, a vehicle owner or driver of vehicle F can specify in an input routine that in the future they only want to refuel with fuel whose CO2 footprint is below a certain threshold value entered by the vehicle owner via the user interface. Such additional restrictions can be transmitted to the data processing unit DVE of the backend system BSYS along with the information data Data 2 via the data transmission protocol. A vehicle owner can also R.417501

[0143] - 24 -

[0144] Owners of an entire fleet of vehicles F. The rules R may also include maximum permissible receiving container budgets AB-BUD.

[0145] In one possible embodiment of the assignment method, the second data information (Data 2) transmitted from vehicle F to the backend system BSYS via the second data interface INT2 regarding the vehicle-side recording process AV-F includes a vehicle identification (F-ID), the duration of the recording process AV-F, the quantity or volume of the energy carrier medium M received from vehicle F during the recording process AV-F, and the location of vehicle F during the recording process AV-F. Depending on the application, the second data information (Data 2) may include further relevant information regarding the recording process from the perspective of vehicle F.

[0146] In one possible embodiment, the unique identification F-ID of the vehicle F can be read from an integrity-protected memory of the vehicle F and transmitted in a protected manner as part of the second information data Data 2 via the second interface INT2 to the data processing unit DVE of the backend system.

[0147] Vehicle F can also be automatically identified at the filling station T or charging point in other ways. Possible vehicle identification methods include capturing the license plate using a camera or scanning a QR code. Furthermore, GPS data, GNSS data, or mobile network data (e.g., 5G Location Management Function LMF) can be evaluated to detect the current position of vehicle F. In one possible embodiment of the method according to the invention, the identification of vehicle F and / or the driver can also incorporate an underlying electronic payment process. The localization of vehicle F can be used for pairing vehicle F with a recording point P and its fuel type.

[0148] Various position determination methods can be used to determine the relative position of vehicle F to the charging or refueling pump of service station T. These methods include, for example, GNSS (Global Navigation Satellite Service) and Simultaneous Localization and Mapping (SLAM) R.417501.

[0149] - 25 -

[0150] based on RADAR (Radio Detection and Ranging) Imaging, LiDAR (Light Detection and Ranging), Wi-Fi (Channel State Information (CSI) based location (CR / RSI / NA)), IMT (Internet Mobile Technology based location service, e.g. 5G Location Management Function LMF), ToF / PMD (Time of Flight and Photonic Mixer Devices), UWB (Ultrawideband) Tracking, RFID (active or passive Radio Frequency Identification Detection), IMU (Inertial Measurement Unit) and USS (Ultrasonic Sensors).

[0151] The vehicle F can have one or more drive systems. In one possible embodiment, the vehicle F can have an internal combustion engine for burning a fuel as the energy carrier M, which is drawn from a fuel tank serving as the vehicle F's fuel storage unit. Alternatively, the vehicle F can also have an electric motor as a drive system, which is supplied by a vehicle battery serving as the storage unit for electrical energy. The fuel tank level or the state of charge of the vehicle battery is monitored by sensors. In another possible embodiment, the vehicle F can also have an internal combustion engine as the primary drive system and an electric motor as the secondary drive system.

[0152] In one possible configuration, vehicle F includes a vehicle communication unit (VCU) and an engine control unit (ECU) for controlling at least one of the vehicle's drive systems. The VCU incorporates the second data interface, iNT2, shown in Fig. 2. In addition to drive control, the ECU of vehicle F includes a level sensor for measuring the fill level of a fuel tank (M) or a sensor for measuring the state of charge of a vehicle battery. Besides using a level sensor, existing sensor-based and legally mandated functions such as on-board fuel consumption monitoring (OBFCM) can also be employed.

[0153] During a vehicle-side recording process AV-F, the fuel level of the tank or the state of charge of the vehicle battery of vehicle F can be monitored in real time. For example, if the fuel nozzle, as recording point P, dispenses a certain quantity of a certain fuel into a R.417501

[0154] - 26 -

[0155] If the system detects a specific amount of fuel being transferred to the identified vehicle F within a certain time period and reports this quantity and time period as the first information data (Data 1) to the backend system BSYS, and if, at the same time, the vehicle F does not report any refueling of its vehicle tank in the second information data (Data 2) to the backend system BSYS, the relevant intake process or refueling process (AV) is conspicuous and can trigger a more detailed analysis of the possible causes of the detected discrepancy.

[0156] The second data interface INT2 of the Data Fusion System DFSYS according to the invention, shown in Fig. 2, is further designed for receiving evaluation results from the backend system BSYS by the vehicle F. These evaluation results received from the backend system BSYS of the Data Fusion System DFSYS indicate whether the vehicle-side recording process AV-F and / or the energy carrier medium M received by the vehicle F comply with predefined rules R regarding environmental compatibility. In one possible embodiment of the method according to the invention, a control unit of the vehicle F controls various driving functions of the vehicle F and / or vehicle functions of the vehicle F depending on the evaluation result received from the backend system BSYS via the second interface INT2.The rules R applied in the backend system BSYS can also include rules regarding the filling of receiving containers AB, in particular maximum receiving container budgets, or prohibition rules or the like.

[0157] In one possible embodiment, the control unit contained in the vehicle communication unit (VCU) can, for example, block the opening of fuel filler caps if the driver selects an energy carrier medium M unsuitable for powering the vehicle F. The selection of a specific energy carrier medium M or pickup point P from a group of energy carrier media or pickup points available at the fuel pump is detected, for example, by which fuel nozzle the driver lifts from its mounting on the pump. If the driver picks up a fuel nozzle for an unsuitable fuel, a control unit in the vehicle communication unit (VCU) of the vehicle F can automatically block the opening of the fuel filler cap and notify the driver via a display unit in the vehicle F or via a portable device belonging to the driver, for example, R.417501.

[0158] - 27 -

[0159] whose mobile device, inform about the reason for the blockage of the fuel filler cap of his vehicle F.

[0160] Another possible use case is that the drive control unit or the engine control unit ECU of vehicle F prevents the engine or drive from starting if it has been detected that, during the vehicle-side recorded intake process AV-F, fuel unsuitable for the drive of vehicle F has accidentally entered the intake tank of vehicle F.

[0161] In a possible preferred embodiment of the assignment method shown in Fig. 1, the data processing unit DVE of the backend system BSYS of the data fusion system DFSYS compares the first information data (Data 1) received from a recording point P via the first interface INT1 with the second information data (Data 2) received from the vehicle F via the second data interface INT2 to perform a plausibility check. The first information data (Data 1) from recording point P is compared with the second information data (Data 2) from vehicle F to determine whether the data match, i.e., whether they reflect a recording process AV for recording the energy carrier medium M in the same way. For example, the time span for the recording process AV can be determined from both recording point P and vehicle F using the timestamp TS (TimeSpan).The two time periods can be checked to determine if they coincide in time, i.e., whether the exception process recorded by the vehicle (AV-F) and the exception process recorded at the recording point P (AV-P), both of which are reported to the data processing system, are synchronized. The quantity of energy carrier M dispensed by recording point P can be compared with the quantity of energy carrier M received by the vehicle's recording unit F. If the recording process is correct and uncorrupted, the two quantities will match. The first set of information data, Data 1, and the second set of information data, Data 2, can be evaluated for their correlation or agreement with respect to the time, location, and quantity of the recording process AV. A corresponding agreement metric can be calculated in a possible implementation. R.417501.

[0162] - 28 -

[0163] In one possible embodiment of the assignment method shown in Fig. 1, the recording point P detects the start and end of a recording process AV for the recording of an energy carrier medium M by a vehicle F and generates corresponding recording point timestamps (TS-P) for the respective recording process AV. These timestamps are transmitted from the recording point P to the backend system BSYS via the first interface INT1 as part of the first information data (Data 1). For each recording process carried out at a recording point P, a recording point start timestamp (TS-P-Start), which reflects the start of the recording process AV from the perspective of the recording point P, and a recording point stop timestamp (TS-P-Stop), which reflects the end of the recording process AV from the perspective of the recording point P, can be generated on the recording point P's side.The recording point start timestamp (TS-P-Start) and the recording point stop timestamp (TS-P-Stop) are transmitted as part of the first information data (Datal) from the gas station T to the backend system BSYS via the first interface INT1.

[0164] In one possible embodiment of the assignment method shown in Fig. 1, vehicle F detects the start and end of a pickup process AV for taking in an energy carrier medium M and generates corresponding vehicle timestamps (TS-F) for the respective pickup process AV. These timestamps are transmitted by vehicle F to the backend system BSYS via the second interface INT2 as part of the second information data (Data 2). For each pickup process AV carried out by vehicle F at a pickup point P, a vehicle start timestamp (TS-F-Start), which reflects the start of the pickup process AV from the perspective of vehicle F, and a vehicle stop timestamp (TS-F-Stop), which reflects the end of the pickup process AV from the perspective of vehicle F, can be generated on the vehicle F side.The vehicle start timestamp (TS-F-Start) and the vehicle stop timestamp (TS-F-Stop) are transmitted as part of the second information data (Data2) from the vehicle F to the backend system BSYS via the second interface INT2.

[0165] In the backend system BSYS of the data fusion system DFSYS, a comparison of the timestamps TS (Time Stamp) takes place. The recording point start timestamp (TS-P-Start) is compared with the vehicle start timestamp (TS-FR.417501).

[0166] - 29 -

[0167] The start timestamp is compared, and / or the recording point stop timestamp (TS-P-Stop) is compared with the vehicle stop timestamp (TS-F-Stop). If the TS timestamps are identical (TS-F-Start = TS-P-Start and TS-F-Stop = TS-P-Stop), the two time periods correspond in duration and are also temporally synchronized. This strongly suggests that the transmitted information data Data1, Data2 pertain to the same recording process AV. By checking the TS timestamps with regard to the start of a recording process (TS-F-Start = TS-P-Start) and / or with regard to the end of a recording process (TS-F-Stop = TS-P-Stop), the robustness of the system according to the invention against deliberate or unintentional corruption is significantly increased.

[0168] A similar approach can be used to measure the quantities of energy carrier medium M transferred from the receiving point P to the vehicle F. At receiving point P, the quantity ME of energy carrier medium available at the beginning of the receiving process AV (ME-P-Start) and the quantity ME of energy carrier medium still available at the end of the receiving process AV (ME-P-Stop) can be recorded. Furthermore, at the tank or vehicle battery of vehicle F, the quantity ME of energy carrier medium already contained in the tank or vehicle battery at the beginning of the receiving process AV (ME-F-Start) and the quantity ME of energy carrier medium contained therein at the end of the receiving process AV (ME-F-Stop) can be recorded.If the quantity ME of the relevant energy carrier medium transferred in the intake process AV (Delta ME) is the same both on the side of an intake point P of a filling station and on the side of a vehicle F, i.e. Delta ME = ME-P-Start minus ME-P-Stop = ME-F-Stop minus ME-F-Start, this is a clear indication that the intake process (AV-P) recorded on the side of intake point P and the intake process (AV-F) recorded on the side of the vehicle F concern the same intake process (AV-P = AV-F).

[0169] Preferably, in the method and system according to the invention, additional precautions are taken to prevent deliberate or unintentional confusion regarding the assignment of a recording process (AV-F) detected from the vehicle side to a recording process (AV-P) detected at a recording point P. R.417501

[0170] - 30 -

[0171] In one possible embodiment, the data processing unit DVE calculates a correspondence metric ÜM based on the determined extent of correspondence between the timestamps TS-F of vehicle F and the timestamps TS-P of recording point P and / or based on the determined extent of correspondence between the quantity data ME-F of vehicle F and the quantity data ME-P of recording point P, which indicates the probability that the recording process (AV-P) recorded on the side of recording point P and the recording process (AV-F) recorded on the side of vehicle F relate to the same recording process (AV-P = AV-F).

[0172] If the calculated probability value is above a threshold TH, the vehicle F can be assigned to the recording point P.

[0173] The conformity metric (CM) can be predefined depending on the application, particularly based on the available data. In addition to timestamps (TS) and quantity data (ME), the CM can also incorporate other available data. The threshold (TH) can be adjustable and account for measurement tolerances.

[0174] In one possible scenario, for example, several vehicles / drivers refuel at a gas station T randomly (example: refueling for 40 EUR) or intentionally synchronously with the same amount ME of fuel within a period of time, thereby consciously or unconsciously corrupting the system for monitoring a compliant intake and / or consumption of an energy carrier medium.

[0175] The timestamp TS of a filling or intake process AV can be identified through Monte Carlo simulations as an important parameter that, for example, ensures a robust assignment between the fuel nozzle as intake point P of a gas station T and the fuel tank of a vehicle F. Therefore, it is important to reliably detect the start and / or end time of an intake process AV on the vehicle F side.

[0176] On the side of the gas station T, the start time of the fuel pump is available and can be used as the timestamp TS-P-Start for the start of the refueling process of the R.417501.

[0177] - 31 -

[0178] The fuel nozzle can be used as the detection point P. For detection in vehicle F, the control unit's after-run is crucial, ensuring that the fuel level sensor (FLS) is supplied with power and delivers the signal to the control unit. The after-run in the system is preferably triggered intelligently, e.g., by anticipating refueling, particularly to conserve energy from vehicle F's battery. The after-run can be controlled by the engine control unit (ECU) (master control unit) (even if the FLS is connected to a slave device, e.g., via the on-board computer).

[0179] The timestamps TS of a filling process represent important parameters that ensure a robust assignment between a fuel nozzle as the recording point P of a filling station T and the vehicle tank of a vehicle F.

[0180] The robustness of the DFSYS system can be further increased by providing an intelligent after-run.

[0181] In one possible embodiment, the filling or refueling process is not specifically triggered. The system simply takes what is available, with the after-run controlled by other vehicle systems (e.g., 2-12 minutes until the system requests it). Power latch-on, power latch-off, and the after-run can react via a digital handshake, depending on when the event occurs.

[0182] In one possible embodiment, after-run functions are enforced. The vehicle's engine control unit (ECU) can enforce after-run by executing the function in a specific mode for a constant, predefined duration at every vehicle stop, particularly when high energy consumption is anticipated.

[0183] In another possible embodiment, a small radio beacon (e.g., BLE, UWB, etc.) can be installed at the gas station T, which triggers the after-run. When the vehicle F is near the gas station T, the after-run is automatically initiated.

[0184] In another possible embodiment, the vehicle F transmits a GNSS signal received from satellites at each stop, in particular an R.417501

[0185] - 32 -

[0186] A GPS signal is sent to a cloud. The cloud then checks whether the received GPS signal belongs to a registered gas station location (GPS whitelist). The tracking is predictable (geofence). This requires regular updates to the GPS whitelist.

[0187] In another possible embodiment, the tank level sensor is retained as the trigger for the signal. This results in either a wake-up (if the tank level sensor is still powered) or an extension of the tank monitoring overrun (e.g., via CAN). A prerequisite for this is that the power supply to the tank level sensor is monitored.

[0188] In another possible embodiment, predictive refueling is achieved through data pattern recognition. In this embodiment, the cloud suggests extending the refueling run based on historical user behavior, taking into account two key factors: the initial fuel level before refueling and the time elapsed between the vehicle stopping and the start of refueling.

[0189] In another possible embodiment, a button or other actuating element is provided for the driver, which the driver must press or operate before filling (the fuel filler flap can then be released).

[0190] In other possible embodiments, other units are used as triggers for a follow-up, for example a vehicle key, a door contact sensor or an external radar of the vehicle F.

[0191] The aforementioned embodiments can be combined. Machine learning algorithms can increase the accuracy and error rate in the detection of triggering events. Machine learning algorithms can also prevent triggering events, especially when the driver does not intend to refuel vehicle F at gas station T (e.g., when parking vehicle F near gas station T).

[0192] On the filling station side, in one possible embodiment, a delayed start of all fuel pumps (fueling bays) present at filling station T is possible. R.417501

[0193] - 33 -

[0194] This is provided for. For example, each fuel pump at station T is started with a delay of, for example, 2-3 seconds, depending on the time required for reliable detection in vehicle F of the start of a filling or intake process AV. This ensures that, within the system tolerances, each filling or intake process AV is reliably detected and adjacent refueling or intake processes AV can be separated from each other.

[0195] In one possible embodiment, the filling process or

[0196] The intake process AV itself is influenced by accelerating, decelerating, or randomly interrupting it. In one possible embodiment, a fuel pump at a fuel dispenser, acting as the intake point P at a gas station T, can be controlled accordingly. In a preferred embodiment, both the fuel dispenser (as intake point P, through which the filling / intake process AV takes place) and the vehicle F (which receives the fuel as the energy carrier M) are aware of the pattern by which the filling / intake process AV is influenced, thus ensuring pairing. Optionally, the end of the filling / intake process AV can also be detected and stored, provided the energy management system allows it.

[0197] The evaluation can also be performed onboard in a processing unit of the vehicle communication unit (VCU) of vehicle F. For this purpose, the backend system BSYS transmits the initial information data (Datal) received from the recording point P via the first data interface INT1 to the vehicle communication unit (VCU) of vehicle F via the second data interface INT2.

[0198] In another embodiment of the Data Fusion System (DFSYS), a data interface can also exist between the acquisition point P and the vehicle communication unit (VCU) of the vehicle F. The first information data, Data 1, is transmitted via this interface from the acquisition point P to the VCU, which performs the data comparison. Alternatively, the second information data, Data 2, can also be transmitted via this data interface from the vehicle communication unit (VCU) to a data processing unit at the filling station or charging point T. This unit then combines the first information data, Data 1, with the transmitted second information data, Data 2, to determine its R.417501.

[0199] - 34 -

[0200] Plausibility is compared with regard to the associated uptake process AV of the energy carrier medium M and a result of the plausibility check is provided.

[0201] The evaluation performed by the data processing unit DVE of the backend system BSYS, or by the vehicle communication unit VCU of the vehicle F, or by any other data processing unit, based on the received information data, can relate to an upcoming, ongoing, or already completed recording, refueling, or charging process. The evaluation or plausibility check delivers a plausibility check result, which is transmitted by the backend system GSYS to a control unit of the vehicle F in question and / or to a terminal device of the vehicle driver and / or to a terminal device of the vehicle owner.

[0202] In one possible embodiment of the assignment method shown in Fig. 1, the second information data (Data 2) received by the data processing unit DVE of the backend system BSYS from the vehicle F via the second interface INT2 includes vehicle parameters of the vehicle F, in particular regarding the type and / or quantity of at least one energy carrier medium M required by a vehicle drive of the vehicle F. This data is preferably stored in the vehicle F and can be read out by a monitoring organization (e.g. TÜV).

[0203] In one possible embodiment of the allocation method, the consumption of an energy carrier medium M by a vehicle drive or engine of the vehicle F and / or a fill or charge state of an energy carrier receiving unit of the vehicle F and / or driving functions of the vehicle F and / or a current position of the vehicle F during the ongoing journey of the vehicle F are monitored by the control unit of the vehicle F using sensors and reported as third information data (Data 3) via a wireless interface to the backend system BSYS (Onboard Fuel Consumption Monitor OBFCM).

[0204] In one possible embodiment of the assignment method, the data processing unit DVE of the backend system BSYS evaluates the data from an R.417501

[0205] - 35 -

[0206] The third information data (Data 3) received by vehicle F is used, and depending on the evaluated third information data and the other available information data regarding vehicle F, navigation data is generated for approaching a suitable recording point P for vehicle F, which is transmitted to the control unit of vehicle F via the wireless interface.

[0207] In one possible embodiment of the allocation method, the environmental compatibility of the energy carrier (M) available at the recording point P, specifically its CO2 footprint, changes dynamically over time as specified in the digital twin dataset (DTM) of the energy carrier (M). For example, if fuel is the energy carrier M, the CO2 footprint can change hourly or daily. This occurs, for instance, when the underground tank is refilled and also through subsequent recertification of the Proof of Sustainability. This is due to logistical and procedural reasons within the fuel supply chain. If electricity is the energy carrier, the CO2 footprint can change even every second.

[0208] In one possible implementation of the allocation method, the available information data (Data1, Data2, Data3) of a large number of vehicles F are evaluated by the data processing unit DVE of the backend system BSYS. At least some of the rules R or user-defined criteria stored in the database DB of the backend system BSYS can be dynamically adjusted depending on the evaluation results. This can occur, for example, due to changes in legislation or by the vehicle owner or fleet operator. For instance, a fleet operator might set a company target of "7%" CO2 reduction per year. Automatic adjustment or optimization of rules based on a statistical analysis of the available information data is also possible.

[0209] In one possible embodiment of the assignment method, the evaluation results transmitted by the backend system BSYS to a control unit of the vehicle F and / or to an end device of the vehicle driver and / or to an end device of the vehicle owner during several recording processes AV are stored in a vehicle data record assigned to the vehicle F, which is transmitted to one or more stakeholders at certain intervals. The stakeholder receives the data based on R.417501.

[0210] - 36 -

[0211] The vehicle data set received from a vehicle F provides incentive measures and / or support measures to promote the compliant intake and / or compliant consumption of an energy carrier medium M by the vehicle F.

[0212] The vehicle data record reflects the refueling and / or consumption behavior of vehicle F over a certain period, for example, over one year. In one possible embodiment, an average annual total footprint of vehicle F is calculated from the reported fill quantities / load quantities and the associated CO2 equivalents of the absorbed energy carrier media M and reported to the data processing unit DVE of the backend system BSYS.

[0213] The BSYS backend system of the DFSYS data fusion system can have interfaces to servers of public authorities, insurance companies, or other stakeholders. Based on the available information, various stakeholders can create incentives for the compliant uptake and / or consumption of energy carrier media M.

[0214] The incentive measures can include, for example, a reduction in fees charged, in particular road tolls, leasing fees, insurance premiums, or the like. The incentive measure can also consist of opening roads or traffic times to vehicles F that compliantly take on (refuel or charge) suitable energy carrier media M and consume them sparingly while driving.

[0215] In one possible embodiment, the consumption of an energy carrier medium M can be determined from the difference in the fill levels transmitted to the backend system via the second interface INT2 at two filling stations / charging points T visited consecutively by the vehicle F.

[0216] Determine charge levels. Using the position data or coordinates of two consecutively visited gas stations T, the data processing unit DVE can calculate the fuel consumption of vehicle F per kilometer / mile. Based on the vehicle data of vehicle F (type / drive / weight), it can then be determined whether the vehicle was driven economically or in an environmentally friendly manner. For example, an R.417501

[0217] - 37 -

[0218] Logistics companies can use such data to monitor the fuel consumption and overall CO2 footprint of their truck fleet and offer corresponding incentives to fuel-efficient drivers. In one possible implementation, the company can set incentives for the driver in real time, i.e., while the vehicle is still traversing the road. This is done, for example, via a dedicated communication channel between the company headquarters and the vehicle (e.g., via radio or telephone). The driver can also be informed via this communication channel whether they are complying with company guidelines and / or legal regulations.

[0219] In a preferred embodiment, the backend system BSYS of the data fusion system DFSYS has a portal that allows stakeholders to log in to the backend system BSYS via a portal user interface and to enter their vehicles F into the database DB of the backend system BSYS for monitoring the vehicles F.

[0220] For example, a car rental company or a logistics company can register its vehicles F with the platform and then use the platform to monitor the compliant intake and consumption of various energy carrier media M by its vehicles F and easily provide proof of this to authorities.

[0221] The DFSYS system according to the invention can therefore be used in a variety of applications. End devices of users and vehicles can be connected to the BSYS backend system via APIs (Application Programming Interfaces).

[0222] The inventive method and system DFSYS is suitable for any vehicles F, i.e., in addition to road vehicles (cars, trucks) also for aircraft, watercraft or rail vehicles.

[0223] Vehicle F has a vehicle communication unit (VCU) with a control unit designed to control driving functions and / or vehicle functions (e.g., the fuel filler cap) of vehicle F, depending on the evaluation results received via the data interface (INT2) from the backend system BSYS of the data fusion system DFSYS. Furthermore, vehicle F has a display unit for displaying the information from the R.417501

[0224] - 38 -

[0225] The backend system BSYS is intended to provide the received evaluation results to a vehicle user or driver.

[0226] The inventive method and system DFSYS increase security against manipulation. In a preferred embodiment, the data transmitted via the interfaces INT1JNT 2 are transmitted using cryptographic protection to further increase security against manipulation.

[0227] Detected discrepancies or deviations regarding the timestamps TS and / or transmitted quantities of fuel or electricity are preferably reported to a higher-level control system. Furthermore, detected deviations can automatically trigger an error message or warning message. In a possible embodiment of the method and system according to the invention, detected deviations or attempted manipulations also automatically trigger actions or interventions at an affected vehicle F and / or at an affected filling station T.

Claims

R.417501 - 39 - Claims:

1. Method for the controlled release of an energy carrier medium (M) to a receiving container (AB) comprising the steps: Recording (SA) of an uptake process (AV-P) in which a quantity of an energy carrier medium (M) is dispensed at an uptake point (P) of a filling station (T); Detect (SB) that the quantity of energy carrier medium (M) dispensed by the filling station (T) during the intake process (AV-P) is not being taken up by a vehicle (F), but by a receiving container (AB) belonging to a specific vehicle (F); and Allocation (SC) of the quantity of energy carrier medium (M) delivered to the receiving tank (AB) to a receiving tank budget (AB-BUD) of the vehicle (F).

2. Method for controlled dispensing of an energy carrier medium to a receiving container according to claim 1, wherein the detection (SB) that the quantity of energy carrier medium (M) dispensed at the receiving point (P) of the filling station (T) in the receiving process (AV-P) is not received by a vehicle (F) but by a receiving container (AB) is carried out on the basis of a quantity of the energy carrier medium (M) specified in the receiving process (AV-P) that is typical for the volume of a receiving container (AB).

3. Method for the controlled dispensing of an energy carrier medium to a receiving container according to claim 1, wherein the detection (SB) that the quantity of the energy carrier medium (M) dispensed in the receiving process (AV-P) at the receiving point (P) of the filling station (T) is not received by a vehicle (F) but by a receiving container (AB) is effected by actuating an actuating element, in particular an R.417501 - 40 - The activation button of the filling station (T) or the vehicle (F) is detected, and the detected activation of the actuating element is within a time window that includes the time of the recorded recording process (AV-P).

4. Method for controlled dispensing of an energy carrier medium to a receiving container according to claim 1, wherein the detection (SB) that the quantity of the energy carrier medium (M) dispensed in the receiving process (AV-P) at the receiving point (P) of the filling station (T) is not received by a vehicle (F) but by a receiving container (AB) is carried out by evaluating information regarding the receiving process (AV-P) that has been manually entered into an input mask of a user interface.

5. Method for the controlled dispensing of an energy carrier medium to a receiving container according to claim 1, wherein the detection (SB) that the quantity of energy carrier medium (M) dispensed at the receiving point (P) of the filling station (T) in the receiving process (AV) is not received by a vehicle (F) but by a receiving container (AB) is carried out by detecting a fill quantity difference between the quantity of energy carrier medium (M) dispensed at the receiving point (AV-P) of the filling station (T) in the receiving process (AV) and a quantity of energy carrier medium (M) received by a vehicle (F) in a corresponding receiving process (AV-F).

6. Method for controlled dispensing of an energy carrier medium to a receiving container according to any one of the preceding claims 1 to 5, wherein the receiving container budget (AB-BUD) of the vehicle (F) updated by allocating (SC) the quantity of energy carrier medium (M) dispensed to the receiving container (AB) is displayed to the driver of the vehicle (F) via a user interface.

7. Method for controlled dispensing of an energy carrier medium to a receiving container according to any one of claims 1 to 6, wherein the receiving container budget (AB-BUD) of the vehicle (F), updated by adding (SC) the quantity of energy carrier medium (M) dispensed to the receiving container (AB), is compared with a maximum receiving container budget (AB-BUD-MAX) of the vehicle (F), which indicates the maximum permissible quantity of energy carrier medium (M) that may be supplied to the respective vehicle (F) by a R.417501 - 41 - The receiving container (AB) may be supplied within a predefined travel distance and / or within a specific time period.

8. Method for controlled dispensing of an energy carrier medium to a receiving container according to claim 7, wherein an incentive response for the driver of the vehicle (F) is triggered as soon as the updated receiving container budget (AB-BUD) of the vehicle (F) exceeds the maximum receiving container budget (AB-BUD) of the vehicle (F).

9. Method for controlled dispensing of an energy carrier medium to a receiving container according to any one of claims 1 to 6, wherein the receiving container (AB) comprises a canister for receiving a fuel as an energy carrier medium (M).

10. Device (1) for controlled dispensing of an energy carrier medium (M) to a receiving container (AB) comprising: a recording unit (2) for recording a recording process (AV-P) in which a quantity of an energy carrier medium (M) is dispensed at a recording point (P) of a filling station (T); a detection unit (3) for detecting that the quantity of energy carrier medium (M) dispensed at the filling station (T) during the uptake process (AV-P) is not being taken up by a vehicle (F), but by a receiving container (AB) belonging to a specific vehicle (F); and with an allocation unit (4) for allocating the quantity of energy carrier medium (M) delivered to the receiving tank (AB) to a receiving tank budget (AB-BUD) of the vehicle (F) concerned.

11. System (DFSYS) for safely assigning a vehicle (F) to a receiving point (P) of a filling station (T), wherein the system (DFSYS) is designed to carry out a computer-implemented method for the controlled dispensing of an energy carrier medium (M) to a receiving container (AB) according to any one of claims 1 to 9.

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