EP1839269B1 - Procede de detection de paiements de voyages dans les transports publics - Google Patents

Procede de detection de paiements de voyages dans les transports publics Download PDF

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Publication number
EP1839269B1
EP1839269B1 EP05806387A EP05806387A EP1839269B1 EP 1839269 B1 EP1839269 B1 EP 1839269B1 EP 05806387 A EP05806387 A EP 05806387A EP 05806387 A EP05806387 A EP 05806387A EP 1839269 B1 EP1839269 B1 EP 1839269B1
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EP
European Patent Office
Prior art keywords
journey
transport
passenger
log
capturing device
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EP05806387A
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German (de)
English (en)
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EP1839269A1 (fr
Inventor
Siegfried Holz
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DB Systel GmbH
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DB Systel GmbH
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Priority to SI200531535T priority Critical patent/SI1839269T1/sl
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
    • G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
    • G07B15/02—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points taking into account a variable factor such as distance or time, e.g. for passenger transport, parking systems or car rental systems

Definitions

  • the invention relates to a method for the collection and billing of service charges for the travel carried out by passengers in public transport from a start to a destination using systems for registering passengers in electronic ticketing systems by means of smart cards, wherein the or each passenger at a in Course of the trip for the first time access to one of the means of transport in a means of transport associated detection device generating a timestamp that reflects this in the traveler's first registration time, as well as a Ortsstkovs that reflects the spatial location of the first logon process in the course of the trip triggered.
  • the system will automatically validate an electronic ticket on the chip card and pay for it with the money available on the "e-purse", provided that sufficient funds are available on the "e-purse”. Otherwise the dissolution of the "e-ticket” will be denied and the barriers will not be opened.
  • This "e-ticket” corresponds in many systems to the tariff ticket for a single journey, which represents the highest fare in relation to this access point of the traffic system. This automatically ensures that the passenger can drive with a valid ticket to the outermost network point of the network. If he already leaves the traffic system at a network point closer to the original access point, for which a tariff-based ticket would have been more favorable, this is determined during the system-related "check-out" procedure.
  • This check-out process includes a deregistration of the passenger from the electronic power recording system of the respective transport company.
  • the monetary difference between the automatically debited at check-in maximum fare ticket and the actual necessary ticket is back to his "e-purse” back.
  • Strippenkaart (Amling, Stephan / Kunnemann, Peter / Rumpke, Christian; International Transport; Issue 5/2004; page 215 f. ).
  • the EP 1 187 072 discloses, for example, a system for automatic fare collection, in which a first registration record is created at check-in in a vehicle and additional records when passing by subway stations or transfer stations, collected on a data carrier of the passenger and when leaving the transport system during a check Out process be fed to an evaluation station. This station determines from the waypoints stored on the data carrier the fare and is at check-out the passage for the passenger through an inventively provided lock only then released when the payment of the fare is ensured.
  • the requirement associated with this system concept of a separate check-out process at corresponding locks is not feasible in many European transport systems for structural reasons.
  • a waiver of the check-out is again in the concept of EP 1 187 072 not possible, otherwise no price calculation and collection is possible.
  • EP 1 187 072 not transferable to a large number of European transport systems. Furthermore, the sees EP 1 187 072 the transfer of the ticket ID to the evaluation system. This is at least incompatible with the data protection regulations in force in Germany, since this means that in the evaluation system a direct assignment between the recorded course of the journey and the user is unavoidable.
  • a registration method for tickets in public transport in which the ticket is first activated in the wake-up zone of the means of transport by means of a first information unit INF1 and - after activation - based on the further information units INF2, INF3 communication between a detection zone of the means of transport and the ticket is built. During communication, the presence of the ticket is determined and registered in a specific time frame. For this purpose, data elements stored on the ticket for identifying the ticket (eg "ticket no. 3") and the ticket holder (eg "ticket owner no. 3”) at regular intervals during the journey of a passenger on a public transport to Transfer device of the means of transport.
  • the information thus generated is then further processed or stored in a vehicle on-board computer and evaluated in a computer center as so-called "ticket records". From the presence messages in the vehicle so an "electronic track" of the passenger is generated.
  • the registration of the tickets should be fraud-proof, in particular the inefficiency of a metallic shielding of the ticket during the use of the means of transport should be achieved.
  • a BIBO system is primarily for use in systems that are less line-oriented (usually the above-mentioned Cl-CO systems are used), but rather oriented more in the area, such as regional bus networks.
  • BIBO systems require device technology with space detection in each vehicle and therefore generate extremely high system costs. For this reason, a project that aimed at the nationwide introduction of a BIBO system in Switzerland was recently discontinued, despite technical feasibility, for reasons of cost.
  • the lead project "intermobil" of the German Federal Ministry of Education and Research (BMBF) nevertheless envisages the creation of such a BIBO system on the regional territory of the scholarverbund Oberelbe / Dresden (VVO). Nevertheless, such systems with room monitoring are given no great development opportunities, since they are still not financially viable for use cases on a large scale or too prone to error in the technical operational handling. Often there are also problems with the reliable detection of the "Be Out" state.
  • the ticket will remain valid in the following means of transport until the destination stop is reached.
  • the destination stop must be reached by the passenger in a collectively specified maximum period of time. This period of time is such that this is also possible in trouble-free operation with the scheduled journeys.
  • These types of tickets are by international standards quite as "exotic” because they are hardly familiar abroad. Therefore, most of the realized approaches to electronic ticketing do not consider this type of ticket. However, it is proven that exactly these types of tickets form the basis for the high acceptance and good usage behavior of public passenger transport in Germany, Switzerland and Austria. against this background, it has become even more common in these countries for passengers to initially have free access to the means of transport in public local passenger transport and to show their driving authorization only in the case of random random checks.
  • the procedure or system must provide a basis for the clear billability of all transport services provided by the various transport service providers in the interplay of the public transport system.
  • the specific travel behavior of passengers in the line network must remain comprehensible for the purpose of the fair distribution of revenue between the various operators of the means of transport. Nevertheless, sufficient anonymity of the user must be ensured during the evaluation.
  • the documentation of each individual journey section of a passenger journey interspersed with any number of transfer operations delivers in a central evaluation instance (IT center of the transport association) the respective exact entry location of the passenger for a new journey section following a transfer procedure.
  • This forms the basis for a recursion procedure based on this, which determines from the entry point the exit point of the passage ahead in the course of the passenger journey.
  • the data collected and processed in accordance with the invention can also be subjected to statistical analyzes. It succeeds for each in the database of Ausenseinstanz in appearance occurred passenger journey 1, which is composed for example of a chain of travel sections 1A, 1B, 1C, to extract at least one analog passenger journey 2 from the database, in each of the Counter directions of the said travel sections in the sequence 2C, 2B, 2A are represented.
  • the exactly ascertained frequency distribution of the starting journeys 1 A of a passenger journey 1 with reference to all stops at which such type 1A journeys can be started are used as an estimation distribution for the exit stops of the travel sections 2 A of the typical passenger journey not covered according to the invention 2 with good accuracy.
  • the location and / or time information of the exit for the immediately preceding journey section during the same journey process can be reconstructed.
  • the location and time information of the exit for the last and concluding in the course of a journey section are reconstructed using stochastic methods known per se from the total amount of recorded registration records.
  • the distinction as to when an interchange has to be considered as the beginning of a new "voyage" will be regulated by the fare conditions applicable to the voyage.
  • An advantageous embodiment of the inventive concept provides that the journey of the or each passenger uniquely identifying data element (travel identifier) is formed from a unique numeric device identifier of the detection device and a unique identifier for each performed on this detection device logon process.
  • the unique identifier of each logon process on a logging device be formed from a numerically incremented incremental value with each logon process performed on this logger device. This is a very simple way to achieve a clear distinction of the different travel identifiers.
  • This feature with easy-to-implement means, allows a sufficient supply of identifiers to be identified, so that even highly frequented detectors can be used for extended periods of time, e.g. Do not create duplicate identifiers for one year.
  • the also possible and widespread use of random number generators can not guarantee this security of not generating a duplicate travel identifier over a sufficiently long period of time.
  • the time stamp of the first time registration process in the travel course during a second or further registration of the or each passenger in a second or further means of transport by the detection device assigned to this second or further means of transport is read from the storage medium and compared with the one in the detection device at the time of the second or further registration present time stamp is supplied.
  • a new travel identifier is generated by the acquisition device in the case of a departure of the time stamp in the registration device at the time of the second or further registration from a temporal value range predefinable with respect to the time stamp of the first registration process in the first travel is integrated into a new registration record to be stored in the acquisition device and transmitted to the passenger's storage medium, the data element of the storage medium containing the previous travel identifier being overwritten with the new travel identifier.
  • the method according to the invention makes it possible that the in Many tariff conditions for travel towards a certain destination provided maximum travel times are checked.
  • the invention provides for the creation of a new travel identifier, whereby a new, separated with the passenger separated from the previous transport process promotion process is initiated.
  • the invention further provides that when generating one or each log-on record in the detection device of a means of transport, a data element for unique identification of the ticket type and operator of the means of transport is created and integrated into the log-on record.
  • a data element characterizing the operator of the means of transport facilitates the evaluation of the data sets created according to the invention with regard to the distribution of the revenue generated in the transport network to the various operating companies. of course is it is possible in an equivalent manner to carry out the identification of the operating company in an evaluation system downstream of the detection system according to the invention by means of fixed assignment tables from the data elements for recording the line number provided according to one embodiment of the invention.
  • a data element containing a validity feature for identifying a successful application of the logon data record in the recording device is exchanged between the detection device and the storage medium of the passenger.
  • a validity feature which is created in the course of a successful registration process of the passenger in the transport and deposited on the storage medium of the passenger can be used for control purposes while driving.
  • This validity feature can be determined by a central on-board device of the means of transport at the beginning of a mission for a defined route and direction - for example, with the aid of a random number generator - and distributed to the detection means associated with the transport.
  • the invention further provides that as a validity feature a generated with on-board devices of the transport random number of each of the respective means of transport associated detection device after successful application of the log-record transmitted to the storage medium of the registering passenger and on each one the transmitting detection device and / or the display associated with the receiving storage medium is displayed.
  • a validity feature a generated with on-board devices of the transport random number of each of the respective means of transport associated detection device after successful application of the log-record transmitted to the storage medium of the registering passenger and on each one the transmitting detection device and / or the display associated with the receiving storage medium is displayed.
  • a validity feature a generated with on-board devices of the transport random number of each of the respective means of transport associated detection device after successful application of the log-record transmitted to the storage medium of the registering passenger and on each one the transmitting detection device and / or the display associated with the receiving storage medium is displayed.
  • other types of acknowledgment signals are also possible within the scope of the method according to the invention, which make lower demands on the active participation of
  • the inventive concept proposes that the registration data records generated and stored in the acquisition devices are transmitted to a central authority for evaluating the paths traveled by the or each passenger in the various modes of transport and that the login data records are in the central evaluation entity for determining the journeys carried out by the passengers in different means of transport in a first method step according to the journey identifier as well as in a second method step all of a same journey identifier assignable records are sorted according to time stamps.
  • the transmission to the central evaluation entity can be effected, for example, by a vehicle on-board device which reads out the new registration data records present in the registration devices belonging to the respective vehicle at predeterminable time intervals or at predeterminable times and collects them by radio data transmission to the central evaluation entity transfers.
  • the data records are prepared, whereby the chain of individual travel sections traveled by the passenger is reconstructed for each assigned travel identifier.
  • Each second and subsequent log-on record during a journey is treated recursively as a check-out record of the respective immediately preceding travel section.
  • the collected registration data records are processed by the method according to the invention in such a way that the point in time and location of the last driving section in the course of a journey can be determined by means of a stochastic method, which however is not the subject of the present invention.
  • the ticket system according to the invention consists - as in FIG. 1 shown - from a storage medium (11) which may be formed as a contactless chip card or as a mobile device (mobile phone), which is equipped with an additional function for the reception of RFID technology.
  • the chip card has on its surface two display fields on which numbers can preferably be displayed as 7-segment numbers. These numbers appear on the displays of the smart card only when the smart card is in the range of the induction field of a detection device (12).
  • the validity identifier (1231) always appears when the passenger has successfully logged on with his smart card (11) to a detection device (12).
  • the chip card On the display field (114) appears in the memory of the smart card located number of trips (1156), which can still be used for tariff transportations in the network, such as a transport network.
  • the chip card further has an antenna (111), as standard part of a contactless chip card, a CPU (112), run in the necessary processes for the operation of the chip card and a data memory (115) in which various rewritable data elements can be stored.
  • the storage medium is a mobile radio device with additional RFID function
  • the displays (113) and (114) appear with their respective numerical values to be displayed on the usual display field of the mobile radio device.
  • CPU, antenna and data memory are then integrated into the RFID additional functions of the mobile device.
  • the detection device (12) largely corresponds to a known smart card reader, as is commonly used in conventional ticket systems with contactless chip cards. It has an antenna (121) and a CPU (122) via which the radio communication (14) with the mentioned storage media (11) can be controlled.
  • the detection device (12) is equipped so that it can communicate simultaneously with a plurality of storage media (11). This ensures that even with large crowds of passengers in front of a detection device fast clearance of each storage medium can be performed. Therefore, the technology according to ISO 14443 A is used for establishing the radio connection.
  • a new additional function of the detection device according to the invention represents the display field (123) on which the validity identifier (1231) is displayed.
  • the validity flag fulfills the function of being able to prove to the ticket inspectors that they have registered their storage medium (11), on which an e-ticket (1151) is located, on the acquisition device (12) for the same fare .
  • Each passenger is obliged to log in immediately after entering a means of transport, with his storage medium (11) to a detection device (12). He is also obliged to make sure that this registration process of his e-ticket could also be completed correctly in the acquisition device.
  • the validation identifier (1231) is sent from the capture device (12) to the storage medium (11) after the login process has been successfully completed.
  • the validity identifier (1231) then appears on the display (113).
  • the passenger compares the numeric validity code displayed on his storage medium (11) with the number on the display (123) of the recording device: if the content of both displays is identical, the registration process was successful.
  • the passenger is now in possession of a valid ticket for this journey.
  • the validity identifier (1231) is non-volatile stored on the storage medium (11), so that by means of mobile readers a check of the proper log-on state of the storage medium (11) can be made. This can be done, for example, in the form of random ticket checks. A battery buffering of the storage medium (11) is not necessary for this, since the activation takes place by means of an induction field emanating from the mobile readers.
  • This number (12411) is the one part of a travel identifier (1241) that is re-assigned to a capture device (12) each time a new passenger trip logs in.
  • the second part of this trip identifier consists of a counter value (12412) which is incremented by the CPU (122) incrementally with each new corresponding sign-on service.
  • FIG. 3 gives the structural structure of a registration record generated according to the invention.
  • the two values (12411) and (12412) generate the numerical value of the travel identifier (1241) via a concatenation (concatenation), which is used to uniquely identify one Passenger journey is used in the public transport network.
  • a passenger journey can be a direct trip, ie a journey in which the passenger does not have to change on the way to his destination, or a passenger journey with one or more transfer operations.
  • Even travel on different lines in the network is assigned the same trip identifier (1241) in the log-on records of each trip sections. This makes it possible to use the registration records at a later date in the computer center (13) again for the reconstruction of the original passenger trip.
  • FIG. 5 So that in FIG. 5 shown registration method in the CPU (122) can be made, initially in a data memory (125) operational data for driving the means of transport held and constantly updated.
  • FIG. 4 represents the structural design of the operational data held in the acquisition device (12).
  • Each means of transport belongs to a particular carrier (1251), which ensures the current scheduled journey, during which a passenger with his e-ticket at the acquisition device (12 ) sign up.
  • this identifier of the transport company (1251) is recorded in order to enable later billing options for the passenger journeys per transport company.
  • the data memory (125) also contains the current line number with direction indication (1252). The content of this data memory is changed or updated whenever the means of transport at an end stop of a public transport line ends its travel on this direction-indicating line and carries out a new scheduled journey on another line or in the opposite direction on the same line.
  • the data memory (125) also contains a data group (1253) in which three value ranges (12531, 12532, 12533) are stored in each case for each transfer stop which lies on the line currently traveled with the direction of travel indication (1252). With the aid of these three value ranges, it can be systematically determined during the registration process whether the journey section for which a passenger is currently registering is still continuing the journey (usually after a transfer operation or after a transfer) short break), or whether this is the beginning of a new passenger journey. These three domains define the conditions that apply at the location of this current sign-up process for the acceptance of collectively authorized transfer links. Does not become the criterion of acceptance met, it is system-based creating a new travel identifier, which marks the beginning of a new passenger journey.
  • the detection device (12) in the course of a transfer operation of the passenger, subjects the relation between a feeder line entering the transfer location and a pickup line exiting the transfer location to an admissibility check. If there is no exclusion criterion (ie the passenger has behaved when changing according to the tariff conditions and continues his journey in the direction of a destination), the system does not create a new travel identifier and transfer it to the storage medium (11); Create a new logon record with the travel ID retained. The passenger thus consumes no new ticket, but the previous applies. This control function is guaranteed over the value range (12531).
  • Table 1 shows an example of the tabular representation of such a range of values with the transfer relationships permitted at a transfer stop: Transfer stop II Line number With direction indication a South a heading north b South b heading north H Westbound H eastbound
  • Table 1 shows this value range for the in FIG. 6 shown transfer stop II. It may here only be changed between the six specified lines with direction indication. If, for example, a passenger last used a line "i / east", then exit at the transfer stop VI, then bridged the distance from stop VI to stop II by means of a walk and then report there in a means of transport of the line "a / North ", this is not accepted as an interchange, as the" i / East "line is not included in Table 1, valid for Station II.
  • Table 2 shows by way of example all prohibited pick-up trips combined in one line group and arranged per feeder line: Transfer stop II line group Shuttle ride (line number with direction of travel) Pick-up trip (line number with direction of travel) 1 a / south a / north b / North 2 a / north a / south b / South 3 b / south a / north b / North 4 b / north a / south b / South 5 h / west h / East 6 h / east h / West
  • Table 2 refers to the in FIG. 6 Transfer point II shown. Traveling in the direction of travel "north" are possible from there with the two parallel lines “a / north” and “b / north”. In both cases, driving in the opposite direction would require the use of the two lines “a / south” or "b / south”. This is verified by means of the data stored for the line groups 2 and 4.
  • Table 3 shows this value range for the in FIG. 6 transfer point IV shown.
  • the data listed in the right-hand column of this table defines the direction-of-arrival lines in which the passenger could have commenced a passenger journey. All possible route numbers based on the given network are listed.
  • the test first looks for the line group that belongs to the directional line in which the acquisition device is located (data element 1252).
  • this registration process is booked only under the condition with the already existing travel identifier that the content of the from Memory element of the passenger during the registration process read data element 1154 (line number with direction of travel in the first, ie the trip initiating logon process) may not be included in the right column of Table 3. Otherwise, a new trip ID is assigned and the passenger starts a new trip.
  • the implementation of excessive detours in the line network is also prevented by a time memory (125) provided in the time memory (1254), which specifies a maximum time within which must be done after the start time of a passenger journey, the last transfer process.
  • a time memory (125) provided in the time memory (1254)
  • This time variable (1254) are the limits of travel options that are legally feasible in the network with a single ticket of a multi- journeyney ticket of the e-ticket, specifically defined in the detection device (12) and deposited.
  • the same criteria are used to decide whether a registration process registered at the registration device (12) is the registration of a new passenger -Travel or only involves the registration of a further partial travel section in the course of an already started passenger journey.
  • the holder of a time ticket does not have to pay for a new passenger journey, but for statistical purposes it is still important for the operators of the means of transport to record how many passenger journeys with the ticket type "time ticket" within a passenger were actually requested in the line network.
  • the travel ID (1241) documents each trip; however, it does not document personal data of the e-ticket, even if it is a personal time card (e.g., student time card).
  • a log-on record (124) is always generated for each log-on process on a logging device (12), which record is stored in a data memory (126) until it can be dubbed to a computer center (13).
  • the passenger traffic originally realized as a contiguous passenger journey by the passenger is then reassembled in the original state by the line network on the basis of the registration data records (124) incurred during passenger journeys with transfer procedures in different means of transport. All entry stops can be found in the registration data records.
  • the analyzes on travel behavior of passengers in the line network that can be carried out on this data basis will be shown below using examples.
  • FIG. 2 represents the structure of the data elements contained in the data memory 115.
  • an e-ticket can be stored that can adapt to existing definitions of e-tickets for public transport in terms of its data structure.
  • the data element (11511) defines the type of ticket, with a distinction being made as to whether the e-ticket is a time ticket or a multi-trip ticket. In the case of a time ticket, the start date and the end date of the validity period are included in the data record. In the case of a multi-trip ticket, the data element (11512) contains the maximum number of single trips specified at the time of purchase, which may be used with this ticket in passenger journeys in the network.
  • the data element (1152) stores the travel identifier, which is transmitted to the storage medium (11) from the acquisition device (12) when a new passenger journey starts. In a newly purchased storage medium (11) this data element is at a default value.
  • the data element (1153) stores a time stamp, which is transmitted to the storage medium (11) from the acquisition device (12) when a new passenger journey starts. For a newly purchased storage medium, this data element is also preset to a default value.
  • the data element (1154) stores the line identifier with the direction indicator, which is transmitted to the storage medium (11) by the acquisition device (12) when a new passenger journey starts. For a newly purchased storage medium, this data element is also preset to a default value.
  • the data item (1155) stores the line identifier with direction indication given every trip in the course of a passenger's journey. For a newly purchased storage medium, this data element is also preset to a default value.
  • the data item (1156) stores the number of trips that can still be made with a multi-trip ticket. When purchasing a new multi-trip ticket, the maximum value contained in the data element (11512) is entered here. Thereafter, this counter is incrementally decremented by one counter each time a new trip identifier is created. In the data element (1157), the validity identifier is entered, which is sent by the detection device (12) to the storage medium (11) when a trip could be registered successfully.
  • the login record (124) contains, in addition to the data elements already described, both a timestamp (1242) which records the exact time of login and the exact entry location (1243) (ie the uniquely identifying stop number of that entry point in the line network) and in the data element (1252) for the line identifier associated with the means of transport at the time of the registration Direction indication.
  • a timestamp (1242) which records the exact time of login and the exact entry location (1243) (ie the uniquely identifying stop number of that entry point in the line network) and in the data element (1252) for the line identifier associated with the means of transport at the time of the registration Direction indication.
  • the program sequence that runs during each logon procedure is in FIG. 5 fully illustrated.
  • a data record (201), the data elements (1151, 1152, 1153, 1154, 1155, 1156) are transmitted from the acquisition device (11) to the storage medium (12).
  • the data elements of the data memory (125) are included in the sign-on process. If the e-ticket is invalid or has no general tariff validity for traveling on this means of transport (eg wrong tariff zone, or elapsed time period of a time card), then the registration will be completely rejected. The passenger then has no valid ticket with him in case of a ticket inspection (step 20). If a multi-trip ticket no longer has any entitlement to travel, the carriage is refused (procedural step no. 21).
  • Step No. 231 If it is the first use of a newly purchased storage medium (11), the default values of the data elements provided for this case are detected and the detection device (12) immediately generates a new travel identifier for the start of a new passenger journey in the network (Step No. 231). If the newly used ticket is a multi-trip ticket, the amount of travel still possible is reduced by one unit (step 232). A log-on log-on record (124) is generated and the data elements 1241, 1153, 1154, 1155, 1156, 1231 are sent to the storage medium (11) (step 233). The old values of the data memory remaining there are overwritten.
  • method step 22 If it has been determined in method step 22 that this is not the first-time use of a new storage medium (11), but reuse, then it is examined in four successive examination requests (method steps 240, 241, 242 and 243) whether the passenger has a completely new passenger travel wants to register (or must register), or whether it is the registration request, a registration of a trip to a transfer process, with only a passenger journey already started is continued to a destination stop in the Line network to reach.
  • method step 240 it is checked whether, since the start time of the passenger journey (data element 1153), the time limit value of the variable (data element 1254) has not already been exceeded at the time of the registration request at the detection device (12).
  • step 241 it is checked whether on the basis of the last journey made (data element 1155) compared to the current journey of the means of transport (data element 1252) an interchange process is at all is permissible.
  • step 242 by means of a comparison as to whether the current trip of the means of transport (data element 1252) occurs with 1155 in the second value range (12532) together in a line group, it is checked whether a trip in the return direction is desired.
  • step 243 on the basis of the third value range (12533), it is checked whether the borderline case of a round trip in the line network makes it impossible to continue the passenger journey. In FIG. 5 is shown in each case whether the test comes to an acceptance of the continuation of a passenger journey begun with another trip or to a rejection.
  • step 2331 In the case of a rejection, the method jumps to step 231.
  • step 245 In the case of acceptance, in method step 245 only the data elements (11559) and (1231) are sent with new values to the storage medium (11). Of course, in this case as well, a complete log-on record (124) is generated and stored in the data memory (126).
  • FIG. 6 By way of example, a 10-line public transport network is shown. The lines have got the designations from “a” to "j".
  • a passenger starts a passenger journey R.1 with a first trip R 1.1 (reference 31) at the simple stop I (reference 32). It enters a means of transport, which drives the line "a" in direction "north", and announces itself immediately after the entrance. His first journey takes him to the first transfer stop II. There he climbs. He enters for his second trip R 1.2 in the course of the passenger journey R 1 in a mode of transport of the line "h" in the direction of travel "West”. After confirming the registration process, he generates a second trip R 1.2.
  • a third exemplary passenger journey R 3 is shown which, with its three trips R 3.1, R 3.2 and R 3.3, successively uses the lines "e / south", “h / east” and "a / south".
  • the departure point for the passenger journey is stop VIII (a one-way stop without transfer options), after which the passenger transfers to transfer stops III and II.
  • the last trip R 3.3 starts in stop II, the passenger boarded a means of transport line "a / south”. Its exit stop is unknown (reference 421).
  • corresponding log-on records (124) were found in the computer center (13) in the total data volume of this operating day. All of these login records had the same trip identifier (data item 1241). Based on the respective timestamp (data item 1242), they were placed in the same order in which they were originally generated.
  • FIG. 8 Reference numeral 51 indicates three curved arrows. The arrow beginning at the simple stop VIII corresponds to the route R. 3.1 FIG. 7 , In this case, this arrow represents a plurality of equal passenger trips in the network.
  • this estimation function can be derived from a measured distribution (521) that could be calculated based on the true entry-level location of first voyages R X.1 of passenger voyages RX exactly in the reverse direction on the "a / north” line. then take a second trip on the "h / west” line to end the passenger journey with a journey on the "e / North” line.
  • the equivalent first trips of equivalent passenger trips are available to provide good estimation functions (512 or 522) with their measured distributions (511 or 521) to be able to.
  • the revenue for certain types of tickets can be divided in a first step proportional to the amount A of trips of the type "direct drive” and the amount B of the type of "passenger trip with transfer operations".
  • the revenue share attributable to the quantity B can then be further divided according to the travel lengths traveled on a single passenger journey on different lines of the network.

Claims (12)

  1. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public d'un lieu de départ à un lieu de destination en utilisant des systèmes d'enregistrement de passagers dans un système de billets électroniques au moyen de cartes à puces, dans lequel est déclenchée au cours du voyage par le ou chaque passager dans un des moyens de transport, lors d'un premier accès à un des moyens de transport, dans un appareil de détection (12) faisant partie du moyen de transport, la génération d'un tampon dateur (1242) qui indique cette première heure d'enregistrement au cours du voyage du passager ainsi que d'un tampon localisateur (1243) qui indique le lieu spatial de la première opération d'enregistrement au cours du voyage,
    caractérisé en ce que
    • la génération d'un élément de données (identifiant de voyage) (1241) identifiant clairement le voyage du ou de chaque passager est déclenchée par le ou chaque passager lors du premier accès au cours du voyage dans un appareil détecteur (12) faisant partie du moyen de transport,
    • cet élément de données (1241) et les tampons dateur (1242) et localisateur (1243) correspondants, une fois la génération faite, sont intégrés dans un premier article d'enregistrement (124) à sauvegarder dans l'appareil détecteur,
    • cet élément de données (1241) et le tampon dateur correspondant (1242) sont transférés sur un moyen de sauvegarde (11) propre au passager,
    • et que, lors d'un deuxième enregistrement ou plus au cours du voyage du passager, lors de l'accès à un deuxième moyen de transport ou plus dans un appareil détecteur (12) faisant partie du deuxième moyen de transport ou plus, respectivement un deuxième article d'enregistrement (124) ou plus est établi et sauvegardé, ce deuxième article d'enregistrement (124) ou plus contenant le premier identifiant de transport (1152) établi à l'occasion du premier enregistrement au cours du voyage.
  2. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon la revendication 1, caractérisé en ce que l'élément de données (identifiant de voyage) (1241) identifiant clairement le voyage du ou de chaque passager est formé d'un identifiant numérique clair de l'appareil détecteur (12411) et d'un identifiant clair (12412) pour chaque opération d'enregistrement réalisée sur cet appareil détecteur.
  3. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon la revendication 2, caractérisé en ce que l'identifiant clair (12412) de chaque opération d'enregistrement est formé d'une valeur numérique augmentant de manière incrémentielle à chaque opération d'enregistrement réalisée sur cet appareil détecteur.
  4. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon au moins une des revendications 1 à 3, caractérisé en ce que le tampon dateur (1153) de la première opération d'enregistrement chronologiquement au cours du voyage est lu, lors d'un deuxième enregistrement ou plus du ou de chaque passager dans un deuxième moyen de transport ou plus, par l'appareil détecteur (12) associé à ce deuxième moyen de transport ou plus dans le moyen de sauvegarde (11) et est envoyé à une comparaison avec le tampon dateur (1242) momentané existant dans l'appareil détecteur au moment du deuxième enregistrement ou plus.
  5. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon la revendication 4, caractérisé en ce que, en cas d'écart entre le tampon dateur (1242) existant au moment du deuxième enregistrement ou plus et une plage de valeur (1254) chronologique prédéfinissable par rapport au tampon dateur (1153) de la première opération d'enregistrement au cours du même voyage, un nouvel identifiant de voyage (1241) est généré par l'appareil détecteur, intégré dans un nouvel article d'enregistrement (124) à sauvegarder dans l'appareil détecteur et transféré sur le moyen de sauvegarde du passager, l'élément de données contenant l'identifiant de voyage (1152) valable jusqu'alors du moyen de sauvegarde étant écrasé par le nouvel identifiant de voyage.
  6. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon au moins une des revendications 1 à 5, caractérisé en ce que, lors de la génération d'un ou de chaque article d'enregistrement (124) dans l'appareil détecteur (12) d'un moyen de transport, des éléments de données (1154, 1155) permettant l'identification claire de la direction de déplacement et du numéro de ligne du moyen de transport sont établis, intégrés dans l'article d'enregistrement, transférés au moyen de sauvegarde (1) associé au passager et, en cas d'opération d'enregistrement respectivement consécutive, sont envoyés à une comparaison avec l'élément de données (1252) existant au moment de l'opération d'enregistrement consécutive pour une identification claire de la direction de déplacement et du numéro de ligne du moyen de transport.
  7. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon la revendication 6, caractérisé en ce que, en cas d'écart entre la direction de déplacement et le numéro de ligne (1252) existant dans l'appareil détecteur au moment du deuxième enregistrement ou plus et des plages de valeur (1253) prédéfinissables qui définissent en fonction de cette direction de déplacement et de ce numéro de ligne momentanés les conditions de correspondance autorisées en référence aux s opérations d'enregistrement chronologiquement précédentes (1154, 1155) au cours du même voyage, un nouvel identifiant de voyage (1241) est généré par l'appareil détecteur, intégré dans un nouvel article d'enregistrement (124) à sauvegarder dans l'appareil détecteur et transféré sur le moyen de sauvegarde du passager, l'élément de données contenant l'identifiant de voyage (1152) valable jusqu'alors du moyen de sauvegarde étant écrasé par le nouvel identifiant de voyage.
  8. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon au moins une des revendications 1 à 7, caractérisé en ce que, lors de la génération d'un ou de chaque article d'enregistrement (124) dans l'appareil détecteur (12) d'un moyen de transport, un élément de données permettant l'identification claire du type de billet (11511) et de l'exploitant (1251) du moyen de transport est établi et intégré dans l'article d'enregistrement.
  9. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon au moins une des revendications 1 à 8, caractérisé en ce que, entre l'appareil détecteur et le moyen de sauvegarde du passager, un élément de données (1157) contenant une caractéristique de validité (1231) permettant l'identification d'un établissement correct de l'article d'enregistrement dans l'appareil détecteur est échangé.
  10. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon la revendication 9, caractérisé en ce que, en tant que caractéristique de validité (1231), un chiffre aléatoire généré par des appareils embarqués du moyen de transport est transféré par chaque appareil détecteur (12) associé au moyen de transport respectif une fois que l'article d'enregistrement est bien établi au moyen de sauvegarde (11) du passager s'enregistrant et s'affiche sur respectivement un afficheur associé à l'appareil détecteur émetteur (123) et/ou au moyen de sauvegarde récepteur (113).
  11. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon au moins une des revendications 1 à 10, caractérisé en ce que les articles d'enregistrement (126) générés et sauvegardés dans les appareils détecteurs sont transférés à une instance centrale (13) pour exploitation des trajets parcourus par le ou chaque passager dans les différents moyens de transport.
  12. Procédé de détection et de décompte de paiement de service pour les voyages effectués par des passagers dans des moyens de transport public selon la revendication 11, caractérisé en ce que les articles d'enregistrement sont triés dans l'instance centrale pour déterminer les voyages réalisés par les passagers dans différents moyens de transport dans une première étape opératoire suivant l'identifiant de transport (1241) et que, dans une deuxième étape opératoire, tous les articles (124) associables à un même identifiant de voyage sont respectivement triés suivant les tampons dateurs (1242).
EP05806387A 2004-12-30 2005-11-11 Procede de detection de paiements de voyages dans les transports publics Not-in-force EP1839269B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI200531535T SI1839269T1 (sl) 2004-12-30 2005-11-11 Postopek zajemanja plačil za potovanja v javnih prevoznih sredstvih

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004063600A DE102004063600B4 (de) 2004-12-30 2004-12-30 Verfahren zur Erfassung von Leistungsentgelten für Reisen in öffentlichen Verkehrsmitteln
PCT/EP2005/012106 WO2006074738A1 (fr) 2004-12-30 2005-11-11 Procede et dispositif de detection de dedommagements de voyages dans les transports publics

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EP1839269A1 EP1839269A1 (fr) 2007-10-03
EP1839269B1 true EP1839269B1 (fr) 2012-03-07

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AT (1) ATE548714T1 (fr)
DE (1) DE102004063600B4 (fr)
DK (1) DK1839269T3 (fr)
SI (1) SI1839269T1 (fr)
WO (1) WO2006074738A1 (fr)

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DE102006015237C5 (de) * 2006-03-30 2009-06-25 Db Systel Gmbh Verfahren zur Registrierung von Fahrgast-Reisen in Verkehrsmitteln mittels eines Trägermediums für elektronische Tickets
DE102007022150A1 (de) 2007-05-11 2008-11-13 Giesecke & Devrient Gmbh Personalisierungsverfahren und -System
EP2083394A1 (fr) * 2008-01-18 2009-07-29 DB Systel GmbH Procédé de calcul de services de transport
DE102008019972A1 (de) 2008-04-21 2009-10-29 Db Systel Gmbh Verfahren zur Registrierung von Fahrgast-Reisen in Verkehrsmitteln mittels eines Trägermediums für elektronische Tickets
US10430736B2 (en) * 2012-05-25 2019-10-01 Conduent Business Services, Llc System and method for estimating a dynamic origin-destination matrix
US8977496B2 (en) * 2012-05-25 2015-03-10 Xerox Corporation System and method for estimating origins and destinations from identified end-point time-location stamps
EP2811444A1 (fr) * 2013-06-07 2014-12-10 Scheidt & Bachmann GmbH Procédé et dispositif de détermination de l'utilisation d'un service d'un moyen de transport public
EP3048583A1 (fr) * 2015-01-22 2016-07-27 Siemens Schweiz AG Système et procédé d'enregistrement de la référence d'une prestation payante

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KR0183491B1 (ko) * 1995-09-06 1999-04-15 가네꼬 히사시 무선 카드 시스템
JP3613906B2 (ja) * 1996-09-20 2005-01-26 株式会社ニコン 波面収差測定装置
DE60002856T2 (de) * 1999-04-29 2004-05-06 Cardintell Know How S.A. Verfahren zur verwaltung von elektronischen fahrkarten und einrichtung zu dessen durchführung
US7143049B2 (en) * 1999-09-10 2006-11-28 Siemens Vdo Automotive Ag Method and system for registering tickets
NL1014655C2 (nl) * 2000-03-15 2001-09-25 Ericsson Telefon Ab L M Werkwijze en stelsel voor het langs elektronische weg registreren van en het verschaffen van informatie over het gebruik van een vervoersvoorziening.
DE10045542A1 (de) * 2000-09-11 2002-03-28 Daimler Chrysler Ag Mobile Einheit, Einrichtung und Verfahren für eine direkte Nutzungserfassung von Leistungen eines Fahrgastes im öffentlichen Verkehr
EP1221680A1 (fr) * 2001-01-09 2002-07-10 Häni- Prolectron AG Méthode pour la facturation d'un service par enregistrement d'un ticket
WO2004102486A1 (fr) * 2003-05-13 2004-11-25 Matsushita Electric Industrial Co., Ltd. Systeme, procede et programme de maintien de valeur, et systeme de transactions

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Publication number Publication date
EP1839269A1 (fr) 2007-10-03
DE102004063600A1 (de) 2006-07-13
DE102004063600B4 (de) 2007-05-31
ATE548714T1 (de) 2012-03-15
DK1839269T3 (da) 2012-04-16
WO2006074738A1 (fr) 2006-07-20
SI1839269T1 (sl) 2012-07-31

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