1、PUBLISHED DOCUMENT PD CEN/TR 15762:2008 Road transport and traffic telematics Electronic fee collection (EFC) Ensuring the correct function of EFC equipment installed behind metallised windshield ICS 35.240.60 PD CEN/TR 15762:2008 This Published Document was published under the authority of the Stan
2、dards Policy and Strategy Committee on 29 August 2008 BSI 2008 ISBN 978 0 580 60975 6 National foreword This Published Document is the UK implementation of CEN/TR 15762:2008. The UK participation in its preparation was entrusted to Technical Committee EPL/278, Road transport informatics. A list of o
3、rganizations represented on this committee can be obtained on request to its secretary. This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. Amendments/corrigenda issued since publication Date CommentsTECHNICAL RE
4、PORT RAPPORT TECHNIQUE TECHNISCHER BERICHT CEN/TR 15762 July 2008 ICS 35.240.60 English Version Road transport and traffic telematics - Electronic fee collection (EFC) - Ensuring the correct function of EFC equipment installed behind metallised windshield Tlmatique des transports - Perception lectro
5、nique des pages routiers - Fonctionnement des badges en prsence de pare-brise athermiques Straenverkehrstelematik - Elektrische Gebhrenerhebung (EFC) - Sicherstellung der korrekten Funktion bei Installation der On-board-Units hinter metallisch bedampften Windschutzscheiben This Technical Report was
6、approved by CEN on 1 June 2008. It has been drawn up by the Technical Committee CEN/TC 278. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Lu
7、xembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: rue de Stassart, 36 B-1050 Brussels 2008 CEN All
8、 rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. CEN/TR 15762:2008: E2 Contents Page Foreword3 Introduction .4 1 Scope 4 2 Constraints .5 2.1 General5 2.2 Regulations affecting vehicle design and installation of equipment.5 2.2.1 Introduction
9、5 2.2.2 Windscreen.5 2.2.3 Rear-view mirrors 5 2.2.4 Interior impact safety 5 2.2.5 Conclusions .6 2.3 European Standards related to EFC 6 2.3.1 Introduction6 2.3.2 List of relevant CEN/TC 278 standards .6 3 Non-metallised window.7 3.1 General7 3.2 Non-metallised window parameters 7 3.2.1 General7 3
10、.2.2 Values .7 3.2.3 Applicability of results 10 CEN/TR 15762:20083 Foreword This document CEN/TR 15762:2008 has been prepared by Technical Committee CEN/TC 278 “Road transport and traffic telematics”, the secretariat of which is held by NEN. CEN/TR 15762:20084 Introduction European car manufacturer
11、s are introducing metallised windscreens at a wide scale throughout Europe. These windscreens have interesting thermal qualities but risk to compromise the correct functioning of On- Board Units (OBUs) for Electronic Fee Collection (EFC) communicating with the roadside. As it is essential to come to
12、 Europe-wide solutions, an ERTICO committee was created in February 1998 to work toward consensus on a common solution. Overall, 25 organisations have actively followed the work of this committee by attending the meetings and/or by contributing by (e-)mail. As a result the committee proposed the use
13、 of a non-metallised window as a Europe-wide solution. This solution consists in providing a zone in the windscreen that is free of metal coating. The ERTICO committee produced a document “Ensuring the correct functioning of EFC equipment installed behind metallised windscreens“. During the 37 thTC
14、278 meeting CEN/TC 278 adopted the resolution 037/05/2006 to publish this document as a Technical report. 1 Scope Metallised windscreens are produced by spraying small metal particles on one of the glass or plastic layers of the vehicles windscreen. This leads to a windscreen with high thermal quali
15、ties, ranging from far-reduced power consumption by air-conditioning equipment to short times for de-icing. The production of certain vehicles in Europe which were equipped with metallised windscreens has created a major problem for the installation and operation of On-Board Units (OBUs) which rely
16、on Dedicated Short- Range Communications (DSRC) for ITS (as the most-widely deployed DSRC ITS application to date, the remainder of this report will refer to Electronic Toll Collection (EFC) but the developed solutions will be valid for all DSRC ITS applications). As is shown in Table 1, windscreen
17、properties have a decisive influence on the transmission of microwave communication and, for metallised windows, it is essential to compensate these losses by special measures (Ref 1). Table 1 Transmission losses of safety glass at a frequency of 5.8 GHz (Ref 1) Glass type Single-pass transmission l
18、osses glass 35 mm 2 4 dB laminated safety glass 5 mm 2 5 dB laminated safety glass with heating wire 5 7 dB laminated safety glass metal-coated 4O/ 20 40 dB As cars equipped with metallised windows are being shipped in large numbers since July 1997, this problem needs to be addressed. It is importan
19、t to note that the solution proposed is valid for passenger cars and not for vehicles with near-to- vertical windscreens such as trucks and buses. CEN/TR 15762:20085 2 Constraints 2.1 General There are three types of constraints that need to be considered when investigating possible solutions for EF
20、C OBU problems created by metallised windscreens: constraints imposed by regulations affecting vehicle design and installation of equipment; constraints imposed by European Standards related to EFC; constraints imposed by the current market situation. 2.2 Regulations affecting vehicle design and ins
21、tallation of equipment 2.2.1 Introduction A number of regulations that need to be observed by the design of the windscreen affect the location of the OBU within the vehicle. Important in this respect are the so-called A-zone and B-zone of the windscreen, two safety-critical sub-divisions of the wind
22、screen in which transmission of light and optical distortion are subject to constraints. Below, the main regulations affecting the installation of EFC tags are summarised. 2.2.2 Windscreen ECE-R43 (and all amendments): uniform regulations for the approval of safety glass and glazing materials. EU 92
23、/22 (and all amendments): safety glass and materials for windscreens used in motor vehicles and motor vehicle trailers. EU 77/649 (and all amendments): motor vehicle drivers field of view. EU 78/317(and all amendments): defroster and demister systems. 2.2.3 Rear-view mirrors EU 71/127 to EU 88/321,
24、as well as ECE-R46 (and all amendments) are regulations that apply to the design of rear-view mirrors as well as for mounting them inside the vehicle. 2.2.4 Interior impact safety EU 74/60 (and all amendments): interior fittings. ECE-R21 (and all amendments): : interior fittings. CEN/TR 15762:20086
25、2.2.5 Conclusions According to the requirements of the EU-directives with regard to the drivers field of view, no obstruction is allowed in the 180 forward view except for that caused by: A-pillars; stationary windows or vent windows; side windows; reveal mouldings; rear-view mirror; windscreen wipe
26、rs. The following are accepted as not obstructing the drivers field of view: radio antenna leads of defined thickness; heated wire of defined thickness. Though there are currently no specific regulations covering the installation of OBUs behind windscreens, the two regulations in 2.2.4 also deal wit
27、h allowable curvatures for OBUs in order to guarantee impact safety for driver and passengers. 2.3 European Standards related to EFC 2.3.1 Introduction The general requirement for an Electronic Fee Collection System (EFC) is for operators to collect automatically, reliably and accurately fees from t
28、he road user for every chargeable event. The user may elect to use an EFC system (optional), or may be required (mandated) to use such system. In either case, the user is required to be reliably and accurately charged once, and once only, for the transaction at the appropriate fee level and any iden
29、tification and/or value held in the On-Board Equipment (OBE) should be adequately protected. 2.3.2 List of relevant CEN/TC 278 standards These standards have been prepared by CEN/TC 278 to date: EN 12253, Road transport and traffic telematics - Dedicated short-range communication - Physical layer us
30、ing microwave at 5,8 GHz EN 12795 Road transport and traffic telematics - Dedicated Short Range Communication (DSRC) - DSRC data link layer: medium access and logical link control EN 12834 Road transport and traffic telematics - Dedicated Short Range Communication (DSRC) - DSRC application layer EN
31、13372 Road Transport and Traffic Telematics (RTTT) - Dedicated short-range communication - Profiles for RTTT applications CEN/TR 15762:20087 CEN ISO/TS 14907-1 Road transport and traffic telematics - Electronic fee collection - Test procedures for user and fixed equipment - Part 1: Description of te
32、st procedures (ISO/TS 14907-1:2005) CEN ISO/TS 14907-2 Road transport and traffic telematics - Electronic fee collection - Test procedures for user and fixed equipment - Part 2: Conformance test for the onboard unit application interface (ISO/TS 14907-2:2006) EN 15509 Road transport and traffic tele
33、matics - Electronic fee collection - Interoperability application profile for DSRC 3 Non-metallised window 3.1 General To ensure the transmission of microwave communication for EFC, the solution consists in providing a zone in the windscreen that is free of metal coating. This metal-free zone is lik
34、ely to be created in the manufacturing process, either by using a mask when spraying the metal particles on the windscreen or by laser-treatment during the manufacturing process, rather than post-treatment of metallised windscreens by lasers as tests have shown that this laser treatment becomes inef
35、fective (after 1 year). 3.2 Non-metallised window parameters 3.2.1 General lateral position of non-metallised window (OBU): this concerns the horizontal or longitudinal position of the non-metallised window (OBU) on the windscreen. (maximum) tolerance for lateral position of the non-metallised windo
36、w: in some cases, vehicle manufacturers may have to move the non-metallised window to the left or to the right of the agreed lateral position, for instance, when the agreed (minimum) space to be provided behind the non-metallised window (see below) cannot be provided at the exact lateral centre on a
37、 certain model. (minimum) size of the non-metallised window: This concerns the width and height of the non-metallised window. As these dimensions should allow successful communication with the roadside, these values are influenced by the horizontal (width) and vertical (height) angles in which the O
38、BU communicates with the roadside. They are also influenced by the distance between the OBU (antenna patches) and the windscreen as well as by the inclination of the windscreen. (minimum) distance between the furthest edge of the window and vehicle body: This parameter ensures that there will be a m
39、inimum distance between the (antenna patches of) the OBU and the edge of the (metal) vehicle body, to keep electromagnetic interference at an acceptable level. (minimum) space provided behind the non-metallised window: Placement of the OBU within the vehicle at the agreed position may be impossible
40、if the total volume occupied by the OBU (including distance between antenna patches and windscreen) is too big. This can be the case, for instance, if it is the intention of the car manufacturer to place the OBU (partially) behind the rear-view mirror. This parameter guarantees a minimum space in wh
41、ich OBUs can be placed. 3.2.2 Values Values for each of these parameters: CEN/TR 15762:20088 lateral position of non-metallised window (OBU): the non-metallised window is placed at the lateral centre of the windscreen: to ensure a Europe-wide solution, as OBUs mounted on the left of the windscreen w
42、ill often not work with roadside equipment on the right side of the road as this solution is valid in a left-hand driving as well as a right-hand driving environment (the same windscreen can be used in these different markets) (maximum) tolerance for lateral position: As explained above, it is essen
43、tial that OBUs placed behind non- metallised windows that are at a slightly different lateral position than the one agreed above will still communicate correctly with the roadside. This maximum tolerance is 80 mm, that is, the nearest edge of the non-metallised window should never be more than 80 mm
44、 away from the lateral centre of the windscreen (Figure 1). Figure 1 Tolerance for lateral position NOTE This parameter does not have anything to do with the tolerance for misplacement of the OBU, as this tolerance is supposed to be accommodated already by the proposed size of the non-metallised win
45、dow (see below) as well as by appropriate provisions of both car and EFC tag manufacturers: car manufacturers should ensure that the window is clearly visible from the interior (Figure 2) Figure 2 Example of window marks tag manufacturers should facilitate the installation of OBUs, for instance by p
46、roviding templates. (minimum) size of the non-metallised window: it is essential for car manufacturers that this size is as small as possible. At the other hand, existing EFC systems should be accommodated as much as possible. For these reasons the proposed window size is 120 mm wide and 70 mm high
47、(minimum values). (minimum) distance between the furthest edge of the window and the vehicle body: a minimum distance of 110 mm is proposed CEN/TR 15762:20089 Figure 3 Distance between the furthest edge of the window and the vehicle body (case in which the window is provided near the upper edge of t
48、he windscreen) (minimum) space provided behind the non-metallised window: the following proposed minimum volumes are 125 mm wide, 83 mm high and 34 mm thick. (available for OBUs and including the distance between antenna and windscreen): Figure 4 summarises where a non-metallised communication windo
49、w can be provided. Key 1 windscreen 2 lateral centre of windscreen Figure 4 Areas in which the non-metallised communication window can be provided (indicated in grey) CEN/TR 15762:200810 3.2.3 Applicability of results 3.2.3.1 Passenger cars The proposed solution is only valid for passenger cars and not for vehicles with near-to-vertical windscreens such as trucks and buses. Th
