EP2610815B1 - Method for acquiring traffic flow data in a street network - Google Patents

Description

The present invention relates to a method for determining traffic flow data in a road network.

The term "traffic flow data" in the present description refers to all types of sensor or measurement data from and about vehicles (s) of flowing and stationary traffic that can be collected at the level of granularity of individual vehicles and in the form of e.g. Statistical evaluation of several vehicles an overview of the traffic, the "flow of traffic" in a road network or a sub-area of the same may result.

Modern vehicles have a variety of sensors for generating measurement data such as speed, acceleration and deceleration, information from the ABS and ESP systems of the vehicle, status of the lighting and heating systems, ambient and weather data such as daylight, outside temperature, humidity, Visibility (fog), data from camera and radar systems of the vehicle to detect surrounding traffic and hazards, etc. The multitude of measurement data from the vehicle is further enhanced by measurement data of electronic on-board units (OBUs), eg Satellite navigation receiver and / or transceiver for radio communication with roadside units (RSUs). Such on-board units can both receive measurement data of the vehicle and, with the aid of own sensors, obtain measurement data about the vehicle and / or its surroundings, e.g. Positions and speeds determined by satellite navigation from radio communications with radio beacons or mobile networks, environmental data from own weather sensors, etc.

However, the identification of meaningful traffic flow data in practice is a non-trivial problem even with such equipped vehicles. A transmission of the measurement data of all vehicles to a central evaluation point is due to the The high volume of data and the limited transmission capacities of today's available wireless channels eg of mobile radio systems are not realistic. Moreover, the measured data generated by the individual vehicles in dense traffic are highly redundant and in "fair weather conditions" (low traffic, good weather, no accidents or accidents) of little use. Current systems for traffic flow data collection therefore use only a limited number of specially equipped vehicles, eg taxis, which "swim" with the traffic and thereby represent a representative picture of the traffic situation or the environmental situation. However, this requires on the one hand a special fleet of vehicles, on the other hand, these vehicles must have a permanent data connection to the evaluation center, usually a data connection in a mobile network, which is costly and resource consuming.

In the technical Report ETSI TR 102 898 "Machine to Machine Communications (M2M); Use Cases of Automotive Applications in M2M Capable Networks", V 0.4.0, September 2010, Chapter 5.2.3 , Scenarios for traffic news services are described, which are distributed by a central office via wireless networks to OBUs, which in turn send traffic flow data to the central office in certain incidents (events). This concept is attributable to the abovementioned unspecific data collection solutions, with the disadvantage of an uncontrollable high data volume without a location-specific accessibility to the data-generating vehicles in the survey process.

Compared to this prior art, the invention has the object to provide a method for determining traffic flow data, which overcomes the disadvantages mentioned.

1. a) Passieren einer ersten Funkbake und Empfangen einer Auftragsnachricht, die zumindest einen Start-Ort und einen Stop-Ort enthält, von der ersten Funkbake über eine erste DSRC-Funkkommunikation;
2. b) fortlaufendes Bestimmen der eigenen Position und, wenn die eigene Position in einen vorgegebenen Nahbereich des Start-Orts gelangt, Starten des Aufzeichnens der Messdaten;
3. c) fortlaufendes Bestimmen der eigenen Position und, wenn die eigene Position in einen vorgegebenen Nahbereich des Stop-Orts gelangt, Stoppen des Aufzeichnens der Messdaten; und
4. d) Senden der aufgezeichneten Messdaten an die nächste Funkbake, welche die Onboard-Unit auf ihrem Weg passiert, über eine zweite DSRC-Funkkommunikation.

This object is achieved according to the invention with a method for determining traffic flow data in a road network having road segments, at least some of which are equipped with DSRC radio communication radio beacons having onboard vehicle-based on-vehicle units determining their position and measurement data of their vehicle or theirs Surroundings include the following steps performed by an onboard unit:

1. a) passing a first radio beacon and receiving a job message containing at least a start location and a stop location from the first radio beacon via a first DSRC radio communication;
2. b) continuously determining the own position and, when the own position comes within a predetermined short range of the start location, starting the recording of the measurement data;
3. c) continuously determining the own position and, when the own position comes within a predetermined near area of the stop location, stopping the recording of the measurement data; and
4. d) sending the recorded measurement data to the next radio beacon that the onboard unit passes on its way via a second DSRC radio communication.

The method according to the invention uses the location-based infrastructure of a network of street-side radio beacons, such as those currently in use for road toll, traffic telematics and / or vehicle communication systems, and short-range radio communications (DSRC) between vehicle OBUs and DSRCs. Radio beacons are based. The limited range of such DSRC radio communications enables a localized feed of data collection tasks into a subgroup of the road network's road users, namely all vehicles moving between start and stop locations as data sources for the determination of traffic flow data. The survey area is not bound to the locations of the radio beacons themselves but can be determined arbitrarily by self-localization of the OBUs. As a result, comprehensive, nearly seamless traffic flow data can be obtained from a very specific area of a widely branched road network with the least possible memory requirements and with the least possible load on the available communication channels, limited to DSRC radio communications between OBUs and radio beacons around the survey area.

• Ermitteln jener Funkbaken, welche in allen möglichen aus den Straßensegmenten des Straßennetzes gebildeten Anfahrtswegen zum Start-Ort jeweils zuletzt liegen, als erste Gruppe von Funkbaken;
• Zurverfügungstellen der Auftragsnachricht an die Funkbaken der ersten Gruppe; und
• Senden der Auftragsnachricht von jeder Funkbake der ersten Gruppe alle oder an zumindest eine Untermenge der sie passierenden Onboard-Units in deren Schritten a).

According to another aspect of the invention, a method for traffic flow data determination using a plurality of on-board units each performing said steps a) to d) further comprises the steps of:

• Determining those radio beacons, which in each of the possible formed from the road segments of the road network access routes to the starting location are last, as the first group of radio beacons;
• Providing the order message to the radio beacons of the first group; and
• Sending the order message from each radio beacon of the first group all or at least a subset of the onboard units passing through it in their steps a).

When a subset of the onboard passing units is used, the subset is conveniently set as a representative selection, e.g. every second, third, tenth, hundredth, etc. of the passing onboard units.

The method of the invention can be triggered locally in a radio beacon by the order message is assembled there and distributed to the radio beacons of the first group. Preferably, however, the order message is compiled in a center communicating with the radio beacons and sent to the radio beacons of the first group for making available from the center. Thereby, e.g. In a traffic control center at any time a detailed insight into the traffic in a section of the road network can be obtained.

• Auswählen einer Funkbake als datensammelnde Funkbake; und
• Weiterleiten der von Onboard-Units jeweils in deren Schritt d) ausgesendeten Messdaten von der jeweiligen Funkbake an die datensammelnde Funkbake.

For this purpose, it is particularly favorable if, according to a further preferred feature, the method comprises the following additional steps:

• Selecting a radio beacon as the data collecting radio beacon; and
• Forwarding of the onboard units each in their step d) emitted measurement data from the respective radio beacon to the data-collecting radio beacon.

• Ermitteln jener Funkbaken, welche in allen möglichen aus den Straßensegmenten des Straßennetzes gebildeten Abfahrtswegen vom Stop-Ort jeweils zuerst liegen, als zweite Gruppe von Funkbaken; und
• Auswählen der datensammelnden Funkbake aus der zweiten Gruppe.

In order to minimize the data traffic between the radio beacons, the data-collecting radio beacon is used as close as possible to the survey area, through the preferred additional steps:

• Determining those radio beacons, which are in each case first in all possible departure paths formed from the road segments of the road network from the stop location, as a second group of radio beacons; and
• Selecting the data-collecting radio beacon from the second group.

In the central evaluation variant of the method, the measurement data from the data-collecting radio beacon are preferably sent to the control center for evaluation.

In order to further reduce the data traffic between the data-collecting radio beacon and the control center, according to a further advantageous feature of the invention, the measurement data can be pre-evaluated and compressed by the data-collecting radio beacon before being sent to the control center for evaluation.

In each embodiment of the method of the invention, the order message may preferably also contain an indication of the type of measurement data to be recorded and the onboard unit only record measurement data of this type, and / or the order message also contain an indication of a validity period and the onboard unit the measurement data record only within this validity period. This allows the data collection jobs to be further specified, allowing even more accurate insight into the traffic. The radio beacon may also poll an on-board unit prior to sending the job message to determine what type of measurement data the onboard unit may acquire to adjust job message thereto.

• Fig. 1 ein Straßennetz mit Komponenten, die im Rahmen des Verfahrens der Erfindung eingesetzt werden, in schematischem Überblick;
• Fig. 2 ein Blockschaltbild einer der Onboard-Units des Straßennetzes von Fig. 1;
• Fig. 3 ein Flussdiagramm eines in der Onboard-Unit von Fig. 2 ablaufenden Verfahrens;
• Fig. 4 ein Flussdiagramm eines in dem Straßennetz von Fig. 1 ablaufenden Verfahrens; und

Further features and advantages of the invention will become apparent from the following description of a preferred embodiment, which refers to the accompanying drawings, in which:

• Fig. 1 a road network with components, which are used in the context of the method of the invention, in a schematic overview;
• Fig. 2 a block diagram of one of the onboard units of the road network of Fig. 1 ;
• Fig. 3 a flowchart of one in the onboard unit of Fig. 2 expiring procedure;
• Fig. 4 a flowchart of one in the road network of Fig. 1 expiring procedure; and

Fig. 5 the construction of a job message for data collection in the process of Fig. 3 and 4 ,

In Fig. 1 schematically a road network 1 from a plurality of road segments S ₁ , S ₂ , S ₃ , ..., generally Si shown, between which connection points or nodes N ₁ , N ₂ , N ₃ , ..., in general N ₁ , lie. The road network 1 may thus be modeled by a corresponding network graph, as known in the art. It is understood that for different lanes and / or directions in the road network 1 each own road segments S _i can be defined.

In the road network 1, a plurality of vehicles 2 (only one representative shown) move, each with an onboard unit (OBU) 3, here identified for identification as O ₁ , O ₂ , O ₃ , ..., generally O _i , are equipped. In addition to a microprocessor 4 and a memory 5, the OBUs 3 each have a short range transceiver 6 (FIG. Fig. 2 ), via which they can handle short-range radio communications 7 (dedicated short range communications, DSRC) with radio beacons 8 of the road toll system 1.

The radio beacons 8 are locally distributed over the entire road network 1 and in the present example with A ₁ , A ₂ , A ₃ , ..., generally A _i ; B ₁ , B ₂ , B ₃ , ..., in general B _i ; and C ₁ , C ₂ , C ₃ , ..., generally C _i . The radio beacons 8 are set up as road-side units (RSUs) in each case on a road segment S _i , wherein several radio beacons 8 at a Road segment S _i can be placed or a radio beacon 8 can be responsible for several road segments S _i .

The radio beacons 8 are connected via a e.g. Wired data network 9 connected to each other and can be about this with a central office 10 of the road network 1, for example, a traffic control center (toll control center) (toll charger) TC, in connection.

Due to the short range of the radio communications 7 between OBUs 3 and radio beacons 8, the vehicles 2 passing through a radio beacon 8 can each be localized (localized) to the location or radio coverage area of this radio beacon 8. The radio beacons 8 are, for example, part of a road toll system in which they locate the movements of the vehicles 2 with the aid of the radio communications 7 and thus congested local uses of the vehicles 2 accordingly. Further applications of the radio beacons 8 are e.g. the distribution of traffic information or "infotainment" to passing vehicles 2 and / or the receipt of data of the passing vehicles 2.

The radio communications 7, ie in particular the transceivers 6 of the OBUs 3 and the radio beacons 8, may operate on any short range radio standard known in the art, such as the ITS-G5, IEEE 802.11p, WAVE (wireless access in a vehicle environment ), WLAN (wireless local area network), RFID (radio frequency identification), Bluetooth ^® , etc. The radio range of the radio communications 7 (or the radio coverage area of the radio beacons 8) is usually some 10 to a few 100 meters, but may be specific in WLAN, WAVE and IEEE 802.11p up to a few km, but is usually not greater than the extent of the road segment S _i , the radio beacon 8 is assigned, and usually does not overlap with the radio coverage area of an adjacent radio beacon 8. Preferred It is as narrow as possible to achieve the most accurate localization of the passing vehicles 2.

The described infrastructure of the road network 1 is now used to collect traffic flow data from a narrow area E of the road network 1, in the following manner.

This purpose is served by specially equipped OBUs 3, which are based on the FIGS. 2 and 3 be explained in more detail. The OBUs 3 or O _i considered here are - in addition to their ability to wireless communication 7 - also capable of self-determined their own position p in the road network 1, with the help of a position determining means 11. The position determining means 11, the position p of the OBU 3, for example by optical detection of certain landmarks in camera images of their surroundings, by radio-triangulation in terrestrial radio networks, by cell detection detection in mobile networks, etc., etc. Preferably, the position-determining device 11 is a satellite navigation receiver for a global navigation satellite system (GNSS) such as GPS, GLONASS, GALILEO etc.

With the aid of the position-determining device 11, each OBU 3 is capable of autonomously detecting the entry and exit of the survey area E. The survey area E is defined for this purpose by its starting location X on the corresponding road segment S _i and its stop location Y on this (or another) road segment S _i , ie extending in the example shown on the road segment S ₅ between the Start and stop locations X and Y. It is irrelevant whether in the collection area E itself is a radio beacon C ₈ or not.

Via a location-specific distribution process, which will be explained in more detail later, and which accesses the network of radio beacons 8, each OBU 3 now receives from a radio beacon 8 a data collection order in the form of a request message M (FIG. Fig. 5 ) containing (at least) the start location X and the stop location Y. Fig. 3 shows the sequence of the thereby triggered in an OBU 3 process flow in detail.

According to Fig. 3 In a first step 12, when a first radio beacon 8 passes through, the order message M is received via a (first) radio communication 7. The OBU 3 stores the start and stop locations X and Y from the order message M and determines and continuously compares its own position p with the start location X in step 13: as soon as the own position p in a (predetermined) close range 14 ( Fig. 1 ) arrives around the start location X, data collection for the survey area E is started, ie, recording 14 of measurement data d is started.

The measurement data d recorded in the data collection process 14 can be of any kind mentioned initially, for example position, velocity or motion vector data d _a from the position determination device 11, temperature and weather and environmental pollutant data d _b from internal weather and pollutant sensors 16 of the OBU 3, engine or exhaust gas data d _c or ABS or ESP data d _{d of} the vehicle 2, which are received via an interface module 17 with wireless or wired interfaces 18 from the vehicle 2, etc., etc.

In the recording process 14, for one (or more) selected types of sensor or measurement data i, all accumulated measurement data d _{i, j are} recorded continuously and stored in the memory 5 of the OBU 3, for example continuously or at discrete times j. The selected measurement data type (s) i can or can be predefined, for example, or can only be communicated to the OBU 3 in an order message M.

If the order message M also includes a validity period t, the individual OBUs 3 or O _i in the recording process 14 can also check respectively ensure that measurement data d _{i, j are recorded} only within the validity period t.

The recording process 14 is terminated when the position determining means 11 detects entry into a (predetermined) near area 19 of the stop location Y (step 20). The proximity areas 14, 19 around the start and stop locations X, Y serve as Tolerance for measurement inaccuracies of the position-determining device 11 and are kept as low as possible according to the accuracy of the position-determining device 11 in order to define the survey area E as accurately as possible.

Subsequently, the measurement data d _{i, j} recorded in step 14 are sent via a (second) radio communication 7 in a step 21 to the next best radio beacon 8, which encounters the OBU 3 on its way.

If for some reason the stop location Y is not detected within a predetermined distance from the starting location X or an appropriate time, eg within the validity period t, the order message M and the recorded measurement data d _{i, j} in the OBU can optionally be deleted become.

By a plurality of OBUs 3, which when driving through the survey area E, the method according to Fig. 3 run, traffic flow data related to the survey area E can be determined and thus a detailed picture of the traffic in the survey area 8 can be created. The requisite specification of the data collection order in step 12 and data return in step 21 will now be described with reference to FIG Fig. 4 for the entire road network of Fig. 1 explained in detail.

Fig. 4 shows the principle of the locally specific feeding of data collection order messages M in the road network 1 using the network of distributed radio beacons 8. The method starts in the center 10 of the network 9 of radio beacons 8, wherein the center 10 also realized by one of the radio beacons 8 itself could be.

Specifying the survey area E of interest, a first group G ₁ of (first) radio beacons 8, in this case the radio beacons A ₁ , A ₂ , A ₃ and A ₄ , is selected in a first step 22, which is used to feed the job messages M into the passing (FIG. passing) OBUs 3 are intended. The first group G ₁ is composed of those radio beacons 8, which in all possible access routes via which the starting location X of the survey area E can be reached, in each case last : In the example of Fig. 1 are located in the approach S ₁ -S ₂ -S ₃ -S ₄ -S ₅ to the starting location X the radio beacons C ₄ and A ₂ ; the radio beacon A ₂ is the last in the approach path. In the alternative possible approach S ₈ -S ₉ -S ₁₀ -S ₁₁ -S ₅ to the starting location X are, for example, the radio beacons C ₁₄ , B ₅ and A ₃ = B ₁ ; Of these, the radio beacon A ₃ = B _{1 is} the last one. Accordingly, the above radio beacons A ₁ , A ₂ , A ₃ = B ₁ and A _{4 result} as the first group G ₁ via all possible access routes to the starting location X.

The selection of the radio beacons 8 for the group G ₁ in step 22 can be created, for example, with the aid of known algorithms of graph theory from a network graph model of the road network 1, which is stored for example in a database 23 of the center 10.

In a subsequent step 24, the order message M is compiled, wherein, for example, a validity period t, for example in the form of an expiry time, can also be included in the order message M. The order message M is now distributed in step 24 from the central office 10 via the data network 9 to all radio beacons 8 of the first group G ₁ , which receive these in each case in a receiving step 25.

The radio beacons 8 or A ₁ , A ₂ , A ₃ , A _{4 of} the first group G ₁ then each send in a step 26 the order message M to each OBU 3, which passes them by; in each OBU 3 the order message M is received in step 12 ( Fig. 3 ).

Optionally, the radio beacons 8 of the first group G ₁ can not send the job messages M to all, but only to a subset of the OBUs 3 passing through them, eg to OBU 3 passing every second, third, tenth, hundredth and so on.

In Fig. 4 an exemplary scenario is shown in which the radio beacon A _{1 is passed} consecutively in time by three OBUs O ₁ , O ₂ , O ₃ ; the radio beacon A ₂ of two OBUs O ₄ , O ₅ ; and the radio beacon A ₃ of three OBUs O ₆ , O ₇ , O ₈ . It is understood that the transmitting and receiving steps 26, 12 take place in each case in the event of the passage of an OBU 3 to a radio beacon 8, ie at various times. As long as a radio beacon 8 of the first group G ₁ does not receive a contrary instruction from the center 10, it continues to send 26 order messages M to all passing OBUs 3. Such a contrary instruction, ie an order to the radio beacons 8 of the first group G ₁ to refrain from sending the step 26, for example, by means of a deactivation message from the center 10 to the radio beacons 8 of the first group G ₁ with respect to the previously sent order message M, for which purpose the job messages M can also be referenced via unique identifiers id.

Each OBU 3 (here O ₁ to O ₈ ), which has received an order message M, now performs the basis of Fig. 3 already described data collection method, ie records sensor data d _{i, j} between start location X and stop location Y and outputs the recorded sensor data d _{i, j} at the next radio beacon 8 on their way again (step 21). All possible next radio beacons 8, which in this way can obtain measurement data d _{i, j} from an OBU 3, form a second group G ₂ (FIG. Fig. 1 ).

The second group G ₂ is composed of all those radio beacons 8, which lie first in the departure paths from the stop location Y respectively. For example, in the departure S ₅ -S ₆ -S ₇ from the stop location Y, the radio beacons B ₄ and C ₁₂ and from these the beacon B ₄ as the next; The radio beacon B ₄ will thus be those to which the OBU 3 sends its recorded measurement data d _{i, j} in step 21. From all possible departure routes from the stop location Y, the resulting in Fig. 1 shown radio beacons B ₁ = A ₃ , B ₂ , B ₃ , B ₄ , B _{5 of} the second group G ₂ . Fig. 4 shows the transmission step 21 associated with receiving step 27 in the radio beacon 8 (here B ₁ , B ₂ , B ₃ , B ₄ , B ₅ ) of the second group G _2nd

In order to evaluate the collected measurement data d _{i, j of} all OBUs Oi, the radio beacons 8 of the second group G ₂ now send all measurement data d _{i, j} (O _i ) in a sending step 28 either directly to the center 10 or preferably - as shown - to a selected "data-collecting" radio beacon 8 of the second group G ₂ , here the beacon B ₂ , more precisely to a data collection process (" container ") 29 in the data-collecting radio beacon B ₂ . In an optional preprocessing step 30, this can perform pre-processing and data compression of the collected measurement data d _{i, j} (O _i ), eg a statistical evaluation. The collected and optionally preprocessed measurement data d _{i, j} (O _i ) are then sent in a step 31 to the central office 10 for the final evaluation 32.

The evaluation in step 32 can determine, for example, a traffic density and / or average traffic flow velocity in the survey area E, generate congestion forecasts, also on the basis of weather measurement data, brake measurement data, etc., generally on the basis of all types i of measured data _{i, j} and their values discussed above Time j recorded histories.

The invention is not limited to the illustrated embodiments, but includes all variants and modifications that fall within the scope of the appended claims.

Claims (14)

1. A method for determining traffic flow data in a road network (1) with road segments (S_i) of which at least some are equipped with radio beacons (8) for DSRC radio communications (7) with vehicle-mounted on-board units (3), which are configured to determine their position (p) and record measurement data (d_i,j) of their vehicle (2) or their environment, comprising the following steps carried out by an on-board unit (3):

   a) passing a first radio beacon (8) and receiving (12) a request message (M), which at least includes a start location (X) and a stop location (Y), from the first radio beacon (8) via a first DSRC radio communication (7);

   b) ongoing determining the own position (p) and, once the own position (p) enters into a given close range (14) of the start location (X), starting (13) the recording (14) of the measurement data (d_i,j);

   c) ongoing determining the own position (p) and, once the own position (p) enters into a given close range (19) of the stop location (Y), stopping (20) the recording (14) of the measurement data (d_i,j); and

   d) transmitting (21) the recorded measurement data (d_i,j) to the next radio beacon (8) which is passed by the on-board unit (3) along its way via a second DSRC radio communication (7).
2. The method according to claim 1 using a multitude of on-board units (3) each of which carries out the steps a) to d), comprising:

   determining (22) those radio beacons (8) that are the last in all possible access routes to the start location (X) formed by the road segments (S_i) of the road network (1), as a first group (G₁) of radio beacons (8);

   providing (24) the request message (M) to the radio beacons (8) of the first group (G₁); and

   transmitting (26) the request message (M) from each radio beacon (8) of the first group (G₁) to at least a subset of the on-board units (3) passing such radio beacon according to step a).
3. The method according to claim 2, characterized in that the request message (M) is compiled in a central unit (10) interconnected with the radio beacons (8) and is sent by the central unit (10) to the radio beacons (8) of the first group (G₁) for providing (24).
4. The method according to claim 2, comprising:

   selecting a radio beacon (8) as a data-collecting radio beacon (B₂); and

   forwarding (28) the measurement data (d_i,j) transmitted by on-board units (3) in their step d) from the particular receiving radio beacon (8) to the data-collecting radio beacon (B₂).
5. The method according to claim 4, comprising:

   determining those radio beacons (8) that are the first in all possible exit routes from the stop location (Y) formed by the road segments (S_i) of the road network (1), as a second group (G₂) of radio beacons (8); and

   selecting the data-collecting radio beacon (B₂) from the second group (G₂).
6. The method according to the claims 3 and 5, characterized in that the measurement data (d_i,j) is sent by the data-collecting radio beacon (B₂) to the central unit (10) for analysis (32).
7. The method according to claim 6, characterized in that the measurement data (d_i,j) is pre-analyzed and compressed (30) by the data-collecting radio beacon (B₂), before the data is sent to the central unit (10) for analysis (32).
8. The method according to one of the claims 1 to 7, characterized in that the request message (M) also includes a specification of a type (i) of measurement data (d_i,j) to be recorded, with the on-board unit (3) only recording measurement data (d_i,j) of this type (i).
9. The method according to claim 8, characterized in that the radio beacon (8) interrogates an on-board unit (3) before sending the request message (M) to retrieve the type (i) of measurement data collected by that on-board unit (3), whereupon the request message (M) is adjusted accordingly.
10. The method according to one of the claims 1 to 9, characterized in that the request message (M) also includes a specification of a period of validity (t), with the on-board unit (3) only recording measurement data (d_i,j) within such period of validity (t).
11. The method according to one of the claims 1 to 10, characterized in that the own position (p) of an on-board unit (3) is determined by means of satellite navigation (11).
12. The method according to one of the claims 1 to 11, characterized in that the measurement data (d_i,j) comprise speed and/or deceleration data of the on-board unit (3) or its vehicle (2).
13. The method according to one of the claims 1 to 12, characterized in that the measurement data (d_i,j) comprise weather data from the environment of the on-board unit (3) or its vehicle (2).
14. The method according to one of the claims 1 to 13, characterized in that the measurement data (d_i,j) comprise pollutant emission data from the environment of the on-board unit (3) or its vehicle (2).

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