1、BSI Standards PublicationBS EN ISO 12813:2015Electronic fee collection Compliance checkcommunication forautonomous systemsBS EN ISO 12813:2015 BRITISH STANDARDNational forewordThis British Standard is the UK implementation of EN ISO12813:2015. It supersedes DD CEN ISO/TS 12813:2009 which iswithdrawn
2、.The UK participation in its preparation was entrusted to TechnicalCommittee EPL/278, Intelligent transport systems.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not purport to include all the necessaryprovisions of a contract.
3、 Users are responsible for its correctapplication. The British Standards Institution 2015. Published by BSI StandardsLimited 2015ISBN 978 0 580 84632 8ICS 03.220.20; 35.240.60Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was published under the
4、 authority of theStandards Policy and Strategy Committee on 31 December 2015.Amendments issued since publicationDate Text affectedEUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN ISO 12813 December 2015 ICS 03.220.20; 35.240.60 Supersedes CEN ISO/TS 12813:2009English Version Electronic fee colle
5、ction - Compliance check communication for autonomous systems (ISO 12813:2015) Perception du tlpage - Communication de contrle de conformit pour systmes autonomes (ISO 12813:2015) Elektronische Gebhrenerhebung - Kommunikation zur bereinstimmungsprfung fr autonome Systeme (ISO 12813:2015) This Europe
6、an Standard was approved by CEN on 24 October 2015. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references con
7、cerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member. This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member i
8、nto its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France,
9、 Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMIT
10、EE FR NORMUNG CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels 2015 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN ISO 12813:2015 EBS EN ISO 12813:2015EN ISO 12813:2015 (E) 3 European foreword This document (EN ISO
11、 12813:2015) has been prepared by Technical Committee ISO/TC 204 “Intelligent transport systems“ in collaboration with Technical Committee CEN/TC 278 “Road transport and traffic telematics” the secretariat of which is held by NEN. This European Standard shall be given the status of a national standa
12、rd, either by publication of an identical text or by endorsement, at the latest by June 2016, and conflicting national standards shall be withdrawn at the latest by June 2016. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN an
13、d/or CENELEC shall not be held responsible for identifying any or all such patent rights. This document supersedes CEN ISO/TS 12813:2009. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association. According to the CEN-CENELEC Inte
14、rnal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, I
15、reland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. Endorsement notice The text of ISO 12813:2015 has been approved by CEN as EN ISO 12813:2015 without any modification. BS
16、 EN ISO 12813:2015ISO 12813:2015(E)Foreword vIntroduction vi1 Scope . 12 Normative references 23 Terms and definitions . 34 Abbreviated terms 45 Application interface architecture . 55.1 General . 55.2 Services provided . 55.3 Attributes . 55.4 Toll context . 65.5 Use of lower layers . 65.5.1 Suppor
17、ted DSRC communication stacks . 65.5.2 Use of the CEN-DSRC stack 66 Functions 76.1 Functions in detail 76.1.1 General 76.1.2 Initialise communication 76.1.3 Data retrieval 76.1.4 Authenticated data retrieval 76.1.5 Driver notification 86.1.6 Terminate communication 86.1.7 Test communication 86.2 Sec
18、urity 86.2.1 General 86.2.2 Authentication/non-repudiation . 86.2.3 Access credentials . 97 Attributes . 97.1 General . 97.2 Data regarding identification . 117.3 Data regarding status . 117.4 Data regarding vehicle . 138 Transaction model .158.1 General 158.2 Initialisation phase . 158.2.1 Initiali
19、sation request .158.2.2 CCC application-specific contents of BST 158.2.3 CCC application-specific contents of VST.158.3 Transaction phase . 15Annex A (normative) CCC data type specifications .16Annex B (normative) PICS proforma for the attributes .17Annex C (informative) ETSI/ES 200 674-1 communicat
20、ion stack usage for CCC applications 26Annex D (informative) Using the IR DSRC communication stack (CALM IR) for CCC applications .29Annex E (informative) Using the ARIB DSRC communication stack for CCC applications 30Annex F (informative) Example CCC transaction 32Annex G (informative) Security con
21、siderations .34Annex H (informative) Use of this International Standard for the EETS 39 ISO 2015 All rights reserved iiiContents PageBS EN ISO 12813:2015ISO 12813:2015(E)Bibliography .41iv ISO 2015 All rights reservedBS EN ISO 12813:2015ISO 12813:2015(E)ForewordISO (the International Organization fo
22、r Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the
23、 right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.The proced
24、ures used to develop this document and those intended for its further maintenance are described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the different types of ISO documents should be noted. This document was drafted in accordance with the editorial
25、 rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any patent rights id
26、entified during the development of the document will be in the Introduction and/or on the ISO list of patent declarations received (see www.iso.org/patents).Any trade name used in this document is information given for the convenience of users and does not constitute an endorsement.For an explanatio
27、n on the meaning of ISO specific terms and expressions related to conformity assessment, as well as information about ISOs adherence to the WTO principles in the Technical Barriers to Trade (TBT) see the following URL: Foreword - Supplementary informationThe committee responsible for this document i
28、s ISO/TC 204, Intelligent transport systems.This first edition replaces the Technical Specification ISO/TS 12813:2009, which has been technically revised. This first edition incorporates the following main modifications compared to the Technical Specification: conversion from a Technical Specificati
29、on to an International Standard; new attributes added (TrailerCharacteristics, AttributeUpdateInterval, VehicleCurrentMaxTrainWeight, VehicleWeightHistory, ExtendedOBEStatusHistory, ExtendedVehicleAxlesHistory and LocalVehicleClassId); amendment of terms, in order to reflect harmonization of terms a
30、cross electronic fee collection (EFC) standards; amendments to reflect changes to the underlying base standards, in particular ISO 14906 and EN 15509; addition of a new informative annex (i.e. Annex H) on how to use this International Standard for the European electronic toll service; editorial and
31、formal corrections as well as changes to improve readability. ISO 2015 All rights reserved vBS EN ISO 12813:2015ISO 12813:2015(E)IntroductionOn-board equipment (OBE) that uses satellite-based positioning technology to collect data required for charging for the use of roads operates in an autonomous
32、way (i.e. without relying on dedicated road side infrastructure). The OBE will record the amount of road usage in all toll charging systems it passes through.This International Standard defines requirements for dedicated short-range communication (DSRC) between OBE and an interrogator for the purpos
33、e of checking compliance of road use with a local toll regime. It assumes an electronic fee collection (EFC) services architecture according to ISO 17573. See Figure 1.InteroperabilitymanagementServiceprovisionTollchargingService usageCompliance checkcommunicationFigure 1 Compliance check communicat
34、ion in EFC architecture as per ISO 17573Toll chargers have the need to check whether the road is used in compliance with the rules in the local toll regime. One way of checking compliance is to observe a passing vehicle and to interrogate the OBE. This interrogation happens under control of an entit
35、y responsible for toll charging (see Figure 1), accomplished via short-range communication between an interrogator at road-side or in another vehicle (operated by a competent enforcement agency) and the OBE. In an interoperable environment, it is essential that this interrogation communication be st
36、andardized such that every operator of compliance checking equipment can check all passing OBE. For that purpose, this International Standard defines attributes required on all OBE for reading by an interrogator.This International Standard has been prepared considering the prerequisites listed below
37、 in a) to e).a) Collected evidence must be court proof. Data must be indisputable and secured such that the operator of the compliance checking interrogator can prove the integrity and authenticity of the data in case of dispute.b) The data required for compliance checking must be read only, since t
38、he operator of the interrogator must not interfere with the working of the OBE.c) All attributes, standardised at the time of personalisation of the OBE, should be present in the OBE such that an operator of an interrogator essentially can read the same data from all OBE independent of type and make
39、. In case an attribute does not make sense in a certain OBE implementation, a value assignment for “not applicable” or “not defined” is provided in each case. An OBE compliant to the first edition will not answer with such a response for new attributes introduced in the current edition of this Inter
40、national Standard.vi ISO 2015 All rights reservedBS EN ISO 12813:2015ISO 12813:2015(E)d) The attributes, derived from the individual toll regime, must be of general importance for all toll system types (motorway tolling, area tolling, tolls for ferries, bridges, tunnels, cordon pricing, etc.).e) The
41、 attributes must apply to all OBE architectures, and especially to both thin (edge-light) and fat (edge heavy) client architectures. The interrogator must be able to receive essentially the same information irrespective of OBE implementation decisions.It is assumed that the prime objective of the op
42、erator of the compliance checking interrogator is to check whether the user has fulfilled his obligations, especially: whether the OBE is mounted in the correct vehicle; whether the classification data transmitted by the OBE are correct; and whether the OBE is in working condition, both in a technic
43、al and a contractual sense.Regarding the last point of the above list, on the operational status of OBE, the following model is assumed.As long as the OBE signals to the user correct operational status (“green”), the service provider takes full responsibility for the correct working of the OBE and f
44、or the payment by the user. Hence, as long as the OBE signals “green” and the user fulfils his other obligations (such as entering correct classification data and not tampering with the OBE), the user can expect the OBE to serve as a valid payment means. As soon as the OBE signals an invalid operati
45、onal status (“red”) either set by the central system of the service provider (e.g. because the user account is negative), by internal mechanisms of the OBE itself (e.g. because of a detected defect or an outdated data set) or a user manipulation with such result the user knows that the OBE is no lon
46、ger a valid payment means. The user then has to use alternative means of toll declaration or payment until the problem is remedied and the OBE is “green” again1).Ultimately, the policy of when to signal “green” or “red” is defined by the service provider in accordance with the requirements defined b
47、y the toll charger(s).In the case where the OBE status turns “red”, the user has to take action, declare road usage subject to fees or pay by some alternative means as quickly as possible. Until he does, the user is in a potentially non-compliant situation. In order to allow a judgment to be made as
48、 to whether or not a user has taken the appropriate action within an acceptable period of time, information is provided by this International Standard not only on the “green/red” operational status but also on the length of time that the OBE has been in its current status.Different toll contexts can
49、 overlap geographically. A user could be liable in several toll contexts at once, e.g. for a nation-wide distance-dependent road tax and a local city access pricing scheme a fact of which the user might not in all cases be aware. This International Standard builds on the concept that regarding compliance, there is no notion of toll context (see especially 5.4). It is within the responsibility of the service provider to resolve issues with overlapping toll contexts and to distil all information into a binary “red/green” message to the user.A
