EP1999722A1

EP1999722A1 - Method for recording passenger journeys on means of transport using a carrier medium for electronic tickets

Info

Publication number: EP1999722A1
Application number: EP07702897A
Authority: EP
Inventors: Siegfried Holz
Original assignee: DB Systel GmbH
Current assignee: DB Systel GmbH
Priority date: 2006-03-30
Filing date: 2007-01-19
Publication date: 2008-12-10
Anticipated expiration: 2027-01-19
Also published as: EP1999722B1; ATE459945T1; PL1999722T3; WO2007118521A1; DE502007003005D1; DK1999722T3; DE102006015237B3; DE102006015237C5

Abstract

The method involves temporarily storing a data set with information units for describing a standard permissibility of a trip with a transport unit, in a ticket carrier medium (1). The data set is checked against data values of electronic tickets in a processor of the medium. A request for generation of a register data set is transferred from the medium to a transmitting/receiving device. The register data set is produced with a trip identifier and a data element for recognizing tariff conditions that are to be applied on the ticket, in a vehicle on-board computer assigned to a transport unit.

Description

Method for registering passenger travel in means of transport by means of a carrier medium for electronic tickets

The invention relates to a method for registering passenger travel in means of transport between a start and a destination by means of a carrier medium for electronic tickets, which via a memory, a processor and a first receiving device for receiving data signals of a transmitter (Wake-up), the one assigned to the first spatial access zone of the means of transport, as well as a second transmitting / receiving device for data exchange with a second transmitting / receiving device, which is associated with a second spatial detection zone of the means of transport has.

The use of electronic tickets in public transport is widespread internationally. Various solutions have been implemented, but usually require the active participation of passengers when entering and leaving the transport facilities in the form of registration and Abmeldehandlungen mandatory. In order to increase passenger comfort and improve the quality of passenger registrations, so-called "walk-in / walk-out" procedures have been developed in which a ticket carried by the passenger and the acquisition devices installed by the service provider communicate with each other automatically.

The current state of the art in this field is EP 1 210 693, which describes a method of registering tickets based on the space registration system and known in the art as the "Be In / Be Out" system The public space in which the passengers of the transport system move is divided into two zones: in a first zone, the so-called "awakening" of the electronic tickets takes place one or more "wake-up transmitters" transmit a broadcast signal at a first frequency to the first transceiver module of the tickets This first "wake-up zone" typically covers some type of entry area, the passengers on the way traverse to the actual transport service. This can be, for example, the passage through a wagon door, which is opened during the station stay of the transport vehicle. However, passengers can stay within this alarm zone without actually using the transport service. The stay in This "wake-up zone" is therefore usually free of charge and serves to activate and pre-check the tickets carried by the passengers, followed by a second spatial zone in which "acquisition broadcasters" use presence registration using a second transmission / reception frequency the biolette is made. Passengers in this second "coverage zone" undoubtedly use the transport service, so this "coverage zone" is restricted to the passenger interiors of the transport vehicles and is active only during the actual change of location of those vehicles. The cyclic presence messages emitted by the tickets of these passengers are collected by a vehicle-mounted detection device and transferred to a central evaluation system which is installed on a remote computer system. As part of this central evaluation, the presence records collected in the coverage areas are combined into driving profiles that each passenger leaves behind in his movements through the network of public transport. These movement profiles, which are based on spatial and temporal coordinates, are compared in the central system with the tariff specifications and used as the basis for billing the services provided to the passenger. Since, however, in practice, for example for reasons of data protection, it has often proved undesirable for such personalized movement profiles to be generated and maintained in a central data processing system, EP 1 221 680 proposes, as a further development of the aforementioned registration method, that the in The presence messages recorded in the evaluation system known from EP 1 210 693 are merely references to a "ticket ID" identifying the physical carrier medium of the driving license, so that only tracking of location / time coordinates takes place via referencing to the carrier medium For the purpose of informing the traveler, a parallel shadow account is kept on the electronic medium of the ticket on which the recorded services are booked by means of provisional and virtual tariff units Daily reconciliation of the recorded movement profile with the tariff provisions and the resulting compilation of a billing will continue in the remote evaluation system, whereby a certain time delay to the actual journey is unavoidable. Any corrective entries that may arise as a result of such retrospective reconciliation (as, for example, a passenger may benefit from a flat rate and less expensive ticket for a number of single journeys distributed over a single day). Therefore, the affected Billett-ID will be credited back in the form of correction bookings of virtual tariff units. This is done either by direct booking back to the ticket (as soon as the carrier medium with this ticket ID is again within the scope of the registration system) or by clearing on an intermediate account assigned to the ticket ID. Personalized data of passengers do not have to be present in the registration system.

Such electronic tickets are particularly intended for use in transport networks in urban congestion areas. The transport links in these transport networks are characterized not only by extremely high transport services (passengers carried per unit of time), but also by the fact that most passengers make a large number of transfers using a single ticket. The space detection systems disclosed in EP 1 210 693 and in EP 1 221 680 generate the billing-relevant information regarding the destination of the passenger at which the passenger leaves the last means of transport of his travel chain for the last time - that is, not for transfer purposes - from the fact that at this exit point the registration of the cyclical presence messages transmitted by his ticket is canceled. However, this need for ongoing registration of a large number of tickets present in the transport system causes considerable difficulties in practice. There are a variety of problems related to both the failure of a current registration of each individual ticket and the extreme size of the amount of data to be processed. Just think of the short stop-stays, the short travel times between two neighboring stops as well as the peak traffic of metro and subway systems during peak times. Likewise, the frequencies available for the transmission of the cyclical presence messages to the detection devices cause problems not only in view of any reflections inside the vehicle but also in terms of mutual displacement of competing message telegrams. A cyclic transmission of passengers' presence messages or their tickets can thus very easily lead to data losses or overload conditions in the detection system.

The further development of EP 1 210 693, which is described in EP 1 619 602 A1, therefore proposes, in order to reduce the communication effort, that the bidirectional communication carried out in the second frequency band is initiated by the wake-up signal in the first frequency band. In this way, it should be ensured that the data tenkommunikation between the tickets and the transmitting / receiving unit of the detection zone only after each scheduled traffic stop is performed. However, this can not change much in the fundamental problem described above, since cyclical output of messages continues to be provided and necessary.

The invention is therefore based on the object of developing a method for registering passenger journeys in means of transport by means of a carrier medium for electronic tickets, which, in relation to the registration processes taking place in the coverage zone, results in a drastically reduced and simplified communication effort between the present tickets and the transceiver devices. At the same time, the specific travel behavior of passengers in the line network must remain comprehensible for the purpose of fair distribution of revenue between the various operators of the means of transport. Nevertheless, the evaluation must ensure sufficient anonymity of the passengers using it.

This object is achieved in conjunction with the preamble of claim 1 according to the invention that in the processor of the ticket carrier medium after receiving an information unit emitted by the alarm clock of the access zone of the means of transport tariff admissibility of a ride on this means of transport in relation to that in the memory of Carrier media stored ticket is checked ver, after receiving a command from the detection zone of the means of transport associated transceiver device, a data element for identifying a collectively billable travel process (travel identifier) is determined,

If, in the case of a transfer process recognized as valid during the validity check, a travel identifier of the current passenger journey stored in the memory of the ticket carrier medium is used,

In the case of a transfer process recognized as invalid in the validity check, the generation of a new travel identifier in the vehicle on-board computer is requested, as well as the determined travel identifier and a data element for marking the fare conditions to be applied to the electronic ticket (ticket type) be integrated into a registration data record in a vehicle on-board computer assigned to the means of transport. The passenger therefore acquires an electronic driving authorization - hereinafter referred to as "ticket" - which has a spatial and temporal validity for the journey from a start to a destination which he intends to travel before the first start of the journey to the previously known state of the art possible not only to fully capture all entry procedures of travelers in transport, but also in the processor of the ticket carrier medium to make a distinction between the continuation of a previously already started trip and a first-time trip start each individual entry process of a traveler Thus, a registration event, which can be assigned using the data element according to the invention the "travel identifier" either a previously started or newly starting to ride and in the form of a log-record in the vehicle on-board computer is stored by the entry process affected means of transport. Together with the electronic ticket present in the memory of the ticket carrier medium, it is now sufficient, according to the invention, to register only the entry procedure of a traveler into a means of transport. A cyclic presence registration at fixed intervals or after each stop-stay, as provided in the prior art, is therefore no longer necessary. A chain of entry procedures is registered for each individual journey that guides a traveler from the starting point, with the possible interposition of transfers to the destination. In this context, "journey" is understood to mean the passage of a route from a first start stop to a last destination stop, which may include several transfer operations and thus several "journey sections". From the knowledge of the location and time registration data of each individual journey section, 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 known per se stochastic methods from the total amount of recorded registration records.

For each entry procedure, a check is made as to whether there is a transfer process valid in relation to the previous course of the passenger journey. As long as the passenger is in the range of validity of the travel permit he has released, the travel ID of the journey preceding the transfer operation is retained and also integrated into the log-on record for the journey following the transfer operation. Usually, this scope is determined by temporal (eg "24 hour ticket") or spatial specifications (eg "network map zone 1"). Most tariff conditions stipulate that on departure from a range of values to be applied in relation to the place and / or the time of commencement of the journey, the entry of a new, separately billable journey is required. If in the course of this trip the collectively predefined boundary conditions for a single journey are violated - eg because the journey takes too long or leads out of a spatial tariff zone - then the entry procedure in which for the first time the violation of the tariff boundary conditions is detected (eg because the entry point outside the geographical scope of the passenger's permission to travel or because the passenger selected line has only exit location outside this geographical scope), generates a new travel identifier and integrated into the registration record associated with this entry process. If the passenger has acquired a driving permit that includes several individual trips ("multiple-journey ticket"), the creation of a new travel identifier triggers a reduction of the driving permit by one single trip.

In this way, it is generally possible to record data sets which are editable in a downstream technical system which dispenses with the active participation of the passenger in a means of transport (for example, public transport), such that on the basis of this processed data reconstruct the travel behavior of the passengers with a very high degree of accuracy after the trip has been completed and use it for billing purposes - especially for the purpose of distributing revenue among the operators of the means of transport. By means of the travel identifier assigned to him according to the invention, it is possible for the passenger to leave a trail of anonymous, but automatically evaluable registration records in the electronic ticket system in the course of his journey.

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. Although at transfer stops, especially in urban rail networks, there are a large number of possible transfer routes (and passengers also use them in an unpredictable, "chaotic" way), According to the invention, each individual transit connection made in reality can be subsequently retrieved. Since such transfer procedures are not individual events but rather mass phenomena in an overall view, 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 Auswerteinstanz in appearance occurred passenger journey 1, which is composed for example of a chain of travel sections 1A ₁ 1 B, 1C, to extract at least one analog passenger journey 2 from the database, in each case the opposite directions of said travel sections in the sequence 2C, 2B, 2A are represented. The exact frequency distribution of the starting journeys 1A of a passenger journey 1 relative to all stops at which such type 1A travel can be started are used as an estimation distribution in order to avoid the exit stops of the travel sections 2A of the typical passenger journey 2 which are not covered according to the invention Determine accuracy. This detection accuracy is made possible by the method according to the invention without having to record an exact final boarding location for the individual passenger journey. Thus, the accuracy of revenue sharing can be significantly improved compared to the current state, without the need to introduce a cyclical presence detection or a "walk out" detection.At the same time can be dispensed with the still necessary separate measurements and surveys to determine the passenger flows become.

The invention provides that the data element for identifying the tariff conditions (ticket type) to be applied to the electronic ticket is transmitted by the second transceiver from the ticket carrier medium to the transceiver device associated with the acquisition zone.

In addition to this, it is proposed that the data element for identifying a collectively billable travel process (travel identifier) from an unambiguous numerical identifier of the vehicle on-board computer and an incrementally increased numerical value formed with each created by this vehicle on-board computer creating a new travel identifier becomes. This is a very simple way to achieve a clear distinction of the different travel identifiers. With easy-to-implement means, this feature allows a sufficiently large supply of identifying identifiers so that even vehicles with a high traffic volume do not generate duplicate identifiers over a longer period of, for example, one year. The equally possible and widespread use of random generators can not guarantee this security of not generating a duplicate travel identifier over a sufficiently long period of time.

The invention further provides that, for checking the validity of the electronic ticket from the information unit transmitted from the alarm to the ticket carrier medium data elements with information on the current location and / or time stamp and / or the identity of the means of transport read and in the processor of the ticket carrier medium predefined value ranges are compared.

It is essential for the invention that in the memory of the ticket carrier medium, a first memory location with the oldest time data element for identifying the direction and line number of the first travel in a passenger travel means and a second storage space with the most timely lately most recent data element to indicate the direction of travel and the number of the last means of transport in the journey of a passenger. The content of the second storage space is updated with each transfer operation, which is detected according to the invention as a boarding process in the form of a log-on record in the vehicle on-board computer, while the content of the first memory space is maintained as the travel identifier assigned with the first-time departure Has. In this way, it is possible that, in the case of deviation of the travel direction and line number of predefinable value ranges present in the first memory space of the ticket carrier medium at the time of the second or further registration, which based on the direction of travel and the course of the line, the travel sections which preceded in the same travel route define authorized transfer relationships, generates a new travel identifier and integrated into a new logon record, wherein the information contained in the previous travel identifier data element of the ticket carrier medium is overwritten with the new travel identifier. In this way it is possible that newly settled travel procedures are recognized not only after expiry of a maximum permitted travel duration but also when unauthorized journeys are made. Such inadmissible transfer links are usually trips in the opposite direction or circular drives.

It is of particular advantage if a second transmission / reception device assigned to the detection zone contains a confirmation feature for identifying an nes successfully storing the logon record in the vehicle on-board computer containing data element is output to the ticket carrier medium. Such an acknowledgment feature may be used for control purposes during the journey. The confirmation feature can be determined by the vehicle on-board computer 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 capture zone associated transmit / receive devices.

In this connection, the invention further provides that a random number generated by the vehicle on-board computer is transmitted as a confirmation feature to the ticket carrier medium by the second transceiver device assigned to the capture zone and on one of the means of transport and the receiving ticket carrier medium associated display is displayed. In this way it is possible for the passenger to be convinced by a duly signed-in registration process by matching both displays (means of transport and ticket carrier medium). Of course, in the context of the method according to the invention also different acknowledgment signals are possible, which make lower demands on the active participation of the passenger. For example, the lighting of an optical or the sounding of an acoustic acknowledgment signal is mentioned.

Finally, the inventive concept proposes that the registration data records stored in the vehicle on-board computer are transmitted to a central entity for the evaluation of the paths traveled in the various modes of transport using the ticket carrier medium and that the login data records are in the central evaluation entity for determining the paths traveled in different means of transport using the ticket carrier medium in a first sub-step according to the travel identifier as well as in a second sub-step, all data records assignable to a same travel identifier can be sorted according to time stamps. The transmission to the central evaluation entity can take place, for example, at predefinable time intervals or at predeterminable points in time by reading out the new registration data records present in the respective vehicle on-board devices and transmitting them to the central evaluation entity via radio data transmission. In the evaluation instance, 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 recursively recorded as a log-out or "walk-out" record of the respective notification record. treated directly before the driving 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 matter of the present invention.

The inventive concept is illustrated in the following figures. Show it:

Figure 1 representation of the total system according to the invention

FIG. 2 Sequence of program calls during the hold time at a stop (301) and during the travel time between two stops (302)

Figure 3 program module (51) in the ticket carrier medium

Figure 4 program module (52) in the ticket carrier medium

Figure 5 program modules (413) and (414) in the on-board computer

Figure 6 program modules (53) and (54) in the ticket carrier medium

Figure 7 data memory (42) and (422) in the on-board computer

Figure 8 data memory (6) and (63) in the ticket carrier medium

Figure θ data memory (62) in the ticket carrier medium

Based on these figures, the following embodiment can be understood:

As shown in FIG. 1, the ticket system according to the invention consists of a ticket carrier medium (1) which can receive radio links to a vehicle on-board computer (4). This on-board computer (4) belongs to a means of transport (2), which may consist of a subway / S-Bahn train or a bus. This means of transport (2) carries out scheduled journeys on a public passenger transport line (ÖPNV). Passengers entering this means of transport have their ticket stored as an e-ticket (621) on the ticket carrier medium (1). You can keep this ticket carrier in your jacket pocket or purse. When you get in and drive, there is no need to do any check-in or check-out.

The means of transport (2) has an on-board computer (4) which, by means of a data line, communicates with the first transmitting device of the wake-up zone (9), the second transceiver of the Detection zone (10) and a display (8) is connected. The waking zone transmitter (9) is located above each door of the means of transport. The transceiver of the detection zone (10), however, is located in the passenger compartment. Any passenger entering the means of transport through such an access door shall pass through the coverage area of the transmitter (9). The entrained by him ticket carrier medium is awakened and supplied with the necessary for a devaluation or registration current vehicle data (41 1 1). If the passenger stands near the door without being boarded, his ticket carrier medium also receives this data sent by (9) and can thus carry out the non-binding pre-check (51) of the e-ticket. The passenger thus has the opportunity to check before boarding the transport whether he has loaded an e-ticket suitable for this trip in his ticket carrier medium. If this is not the case, he can do without a ride in time and buy a suitable e-ticket.

The inventive method consists of two fundamentally different sections. In the first section, a non-binding pre-check (51) of the e-ticket in the ticket carrier medium (1) is made and the data memory 63 of (1) is supplied with the current trip data of the means of transport, in the second section, then the main check and registration of this passenger happens - Drive on the vehicle's on-board computer (4). The pre-test (51) (see Figure 3) is referred to here only as non-binding, because it has not yet for the passenger actual devaluation of a driving license result. At this stage, the passenger can cancel the registration process without financial loss. All data received by the sender (9) as part of this preliminary check will be overwritten the next time another means of transport is entered. However, if the passenger remains in the means of transport and drives along, then the data received during the preliminary test, with which the data memory (63) of the ticket carrier medium was filled, is required for the main inspection and registration.

Once again, the main exam and registration consists of several parts. The first part takes place essentially in the ticket carrier medium (program module 52), the second part essentially in the on-board computer (program modules 413, 414), a third part with the program modules (53) and (54). then takes place again in the ticket carrier medium. FIG. 2 shows the time sequence in which the individual program modules which are located either in (5) or in (41) communicate with one another. The preliminary examination takes place decentrally in each ticket carrier medium as long as the transmitter (9) radiates its data record (411 1). This always happens during the stay of the means of transport at a stop. When the means of transport starts, the main program (302) starts. Each ticket carrier medium of a newly boarded passenger performs in the program module (52) once again the validity check of the e-ticket - now with the real validation of the driving license - and sends a registration request to the CPU (41) of the on-board computer. The CPU (41) responds to this login request with either the program module (413) or the program module (414). In both program modules, the logon record (422) is produced and stored. Both program modules send a confirmation record back exactly to this ticket carrier medium, from which the registration request came. This ticket carrier medium receives this confirmation data record, stores the received data elements in its data memory (62) and displays the validity identifier (4214) on its display (7). Now the registration process for this e-ticket has been completed and this e-ticket is from then on a valid registered tariff ticket for this journey.

This process, which must be carried out in the same form for each individual logon process, ensures that the time-consuming and data-intensive processes can run decentrally and simultaneously in the ticket carrier media, while only minimal amounts can be consumed within the on-board computer Data processing operations are necessary. Since the transmitted data sets (453) and (454) consist of only a few data elements and in that the program modules (413) and (414) (see FIG. 5) also consist of only a few program functions, the on-board computer can also fulfill extensive registration requirements Serve by many newly arrived passengers at peak times at certain boarding stops in very short processing times.

The data memory (42) located in the on-board computer (see FIG. 7) is divided into the three data memories (421), (422) and (423) and the two data elements (42211) and (611). The data memory (421) contains the respective current trip data of the means of transport when driving on a ÖPNV ünie consisting of the data element (421 1), which denotes the line with direction, the data element (4212), which locates a place stamp, which in As a rule, there is a marking of the stop last approached, a time stamp (4213) and the Validity ID for exactly this scheduled trip of the means of transport (4214). This validity identifier is calculated by a random number generator every new trip from the vehicle on-board computer (4) and entered into the data memory (42). The number of the transport company (4215) is also stored in the data memory (42), because it is needed later when creating the logon data record (422). Since certain same scheduled rides on different days of the week can be driven by different companies, it is necessary in the data memory (42) of the on-board computer to be able to always update this data element.

It is therefore assumed as a prerequisite for this invention that the on-board computer (4) can perform an automatic location tracking, as used by decentralized and central computerized operations control systems in vehicles in public transport today. Other data stores in (42) are the data stores (422) and (423), with (423) differing from (422) only by storing all the individual credential records (422) produced in (4) , and this data collection on favorable occasion or on call to a computer center (3) passes. As further individual data elements in (42) there still exists the data element 42211 which contains a uniquely identifying address of the vehicle board processor (4) and a data element (61 1) which contains the current version number for the value areas which are stored in memory (FIG. 61) of each ticket carrier medium (1) must be present if this ticket carrier medium wants to register with its e-ticket to the ticket system according to the invention. This ensures that the test of whether a new voyage is registered by the passenger or whether it is only a continuation of a journey that has already begun is also based on the line and transfer conditions currently set by the transport association. It is assumed that at intervals of one or two years, these ranges of values must be updated on all ticket carrier media (1), as changes have occurred in the public transport network.

The data memory (422) always contains the log-on data record that is currently being produced by the on-board computer (4) on the basis of a current registration of an e-ticket. It consists of the travel code (4221), the time stamp (4213), the local stamp (4212), the line number indicating the direction of the means of transport (421 1), the number of the operating transport company (4215) and the ticket type of the e Tickets (6211), which are logged in during this registration process has been. The travel identifier (4221) is generated via a numerical combination (concatenation) of the two data elements (42211) (uniquely identifying identifier of the on-board computer) and a running counter (42212). Each time an e-ticket is registered, this counter is incremented by 1. This ensures the complete anonymity of the journey. From the recorded credential you can no longer infer the number of the e-ticket or the number of the ticket carrier medium. This uniquely identifying identifier of each on-board computer is assigned centrally by the transport association.

The data memory (6) of the ticket carrier medium (see FIG. 8) contains three further data memories and two individual data elements. The two individual data elements are, on the one hand, a time variable Z (64), which defines the time period in which further transfer operations are allowed after the start time of a journey, and a unique identifier of the ticket carrier medium (65). This identification tag is necessary for bi-directional data communication between (1) and (4) to be established. The CPU (41) must be able to address exactly the ticket carrier medium, from which a very specific registration request has been sent.

The data memory (61) contains operational data relating to permissible and not permissible transfer relations between certain lines with direction information at each transfer stop of the network. These value ranges are located in the data memory (61) of each ticket carrier medium (1). This data memory contains in the data element (61 1) a version identifier for the value ranges and in the data memory (612) the associated value ranges with their individual data fields. The data element (611) ensures that the validity check in the ticket carrier medium always uses the data of the current value ranges. Therefore, in the data record (63) from the on-board computer, the data element (61 1) provided by the transport association is always sent and then used within the program modules (51) and (52) for checking with the data element (611) entered in the data memory (61) , Only if both match, validation can be performed.

In the data memory (62) the e-ticket (621) is stored, which the passenger has purchased from a sales station of the transport network. This e-ticket can also be a season ticket or a multi-trip ticket. The respective type of e-tickets is included in the data element (6211). If there is a multi-trip ticket, the data element (6212) contains the number of permitted single trips. Each use of one of these individual journeys leads to the number of individual journeys entered therein being reduced by the value "1" in the data element (626) .The data element (626) represents the number of currently usable single tickets of this multi-trip ticket. Contains the travel ID (4221), which is given by the on-board computer (4) when a new trip starts

(627) the validity identifier is stored, which is sent to the ticket carrier medium after each correctly expired application by the on-board computer as a confirmation. When checking the e-tickets by ticket controllers then it is sufficient to check the correctness of this validity identifier. The data element

(628) contains the uniquely identifying identifier of the on-board computer (4). This data element is necessary to accommodate a bi-directional radio link between (1) and (10).

The data memory (63) temporarily stores the data received by the transmitter (9) during the pre-checking phase of the e-ticket (program module (51) in FIG. 3). In the main examination of the e-ticket (program module (52)) these data can then be used for the registration process. These are the data elements line number with direction indication (421 1), place stamp (4212), time stamp (4213) and a special address of the on-board computer for radio communication (4221 1). This address (42211) is important because the program module (52) after completing the main check in the steps (522) and (524) must specify for which on-board computer (4221 1) its sent out data is intended. It could indeed be that several transceivers (12) are located in the transmission range of a ticket carrier medium (1). This is e.g. then the case when several buses are next to each other at a larger stop. By using the uniquely identifying address (42211) of each on-board computer (4), it is ensured that the output data of the program (52) also retrieve the on-board computer from which in the phase of the pre-test (51) with the record (41 11) for the registration in this means of transport (2) necessary start data had come.

According to FIG. 2, the phase of the preliminary test begins with the transmission of the data record (411 1) by the transmitter (9) on the basis of the control of the program module

(411). Based on the wake-up signal (425), the CPU (5) recognizes that now the program Module (51) should be started. The functional sequences within this program module are shown in FIG. From the data memory (62) of the ticket carrier medium (1) all data elements are taken, which are necessary in addition to the data elements of (4111) to make an examination of the validity of the e-ticket for this trip of the means of transport. This ticket exam is not binding. If this preliminary check leads to a positive result (method steps (516) and (517) of FIG. 3), then the data elements from the received data record (4111) line number with direction indication (421 1), place stamp (4212), time stamp (4213 ), Address of the on-board computer (42211) and current version number of the value ranges (611) are temporarily stored in the data memory (63). At the same time, a message is displayed on the text field (71) of the display (7) in text form to inform the passenger about the postive outcome of this test.

This memory operation is important because this data of the data memory (63) is needed in the later main test (52). During the time phase in which the main check (52) takes place, a further reception of these data elements is not possible. If a passenger without an e-ticket suitable for this trip has entered and traveled with the means of transport (2), he can, if he uses a mobile telephone as the ticket carrier (1), obtain a suitable e-ticket while driving from one Provider can buy, but this new e-ticket can not be re-registered on the on-board computer (4), because while driving the means of transport, the data of the record (411 1) are not accessible to the passenger. These data are not transmitted during the journey of the means of transport between two stops by the transmitter (9) (see also Figure 2). This passenger would therefore travel without a valid ticket in the transport and would have to pay the appropriate penalty in a ticket inspection. The ticket inspectors are already recognizable for a long time in long subway trains or S-Bahn trains for experienced travelers when they begin their checks. A purchase of an e-ticket by mobile radio device while driving must therefore be technically prevented in order to carry out the usual ticket checks by control personnel today in the ticket system according to the invention can.

The transceiver (10) starts after the departure of the means of transport at the stop with its operation. The radiation range of (10) is considerably larger than the radiation range of (9). The passenger is free to use this car sit down because of and everywhere. From each location of the car, a bi-directional radio link between the transceiver (10) and the respective transceiver part (12) of each ticket carrier medium (1) must be possible. With the start of the means of transport, the program module (412) comes into action. This triggers in the ticket carrier medium (1) of the passenger, the program module (52) for the main test (see Figure 4). The main exam can come to two results. In the first case (413) the passenger intends to start a completely new public transport journey in the network. This results in a data set (453) consisting of three data elements being sent from (5) to (41) (see method step (522) in FIG. 4). These data elements are the address of the on-board computer (4221 1), the identification code for the ticket carrier medium (65) and the ticket type (6211). In the second case (414) is a continuation of a journey already started by a further single journey after a transfer process. In this case, the travel ID already issued for this trip is retained. It is located in the data memory (62) of the ticket carrier medium as a data element (622) (see FIG. 9). In method step (524), a data record (454) which consists of the four data elements (4221 1), (65), (621 1) and (622) is now sent.

The on-board computer receives these records. Referring to the first case (517), the CPU (41) responds to the program module (413) with respect to the second case (516) with the program module (414). In the first case, the on-board computer has to create a new travel identifier (4221), in the second case the transmitted old travel identifier will continue to be used. In both cases, the on-board computer creates the record (422), which is included in the data collector (423) after its creation. Both program modules (413) and (414) now need to send a confirmation record to the ticket carrier medium (65) from which these logon requests came. Relative to the first case, the program module (413) returns the data elements new travel identifier (4221) and current validity identifier (4214) to the ticket carrier medium (65) (see procedural step (4134) in FIG. 5) ). There, these two data elements are further processed in the program module (53). In the second case, the program module (414) only returns the data element of the current validity identifier (4214) (see method step (4144) in FIG. 5).

Only with the arrival of the validity identifier in the ticket carrier medium (65) and the transfer of this validity identifier in the data memory (62) - in the local data tenfeld (627) - the e-ticket registration process is completed. Only from this point in time is the passenger in possession of a fare ticket valid for this journey. This also applies to the users of season tickets. In addition to the validity identifier (4214), the data element travel identifier (4221) is also transmitted from (4) to (65) if the registration involved the registration of a new passenger journey. This travel identifier is then entered into the data element (622) of the memory (62) and overwrites the old value contained therein.

LIST OF REFERENCE NUMBERS

1 ticket carrier medium

10 transceiver in the passenger compartment of (2) for exchanging data between (5) and (41)

11 receiver part of (1)

12 transceiver part of (1)

13 rechargeable power supply from (1)

14 data transmission from (42) to (3) by cable or radio 15 uni-directional radio link from (9) to (1 1), preferably on

Frequencies between 13.5 MHz and 27.0 MHz

16 bi-directional radio link between (10) and (12), preferably at the frequency 868 MHz

2 public transport 3 IT center of a transport association

301 Program sequence during the preliminary check of the e-ticket

302 Program sequence during the main check of the e-ticket 4 on-board computer of the means of transport (2)

41 CPU in on-board computer (4) 41 1 Program module for transmitting the data set (41 1 1) during the

Stay at a stop

41 11 Data record with wake-up signal and information data for updating the data memory (63) within (6)

41 12 Record with start signal to trigger the program module (52) 412 Program module for sending the record (4112)

413 Program module within the main check (302) of the e-ticket, if a new travel identifier is necessary

4131 Program module for checking for the presence of a data record

(453) in the queue 4132 program module to cancel (413)

4133 Program module for generating a new travel identifier (4221)

4134 Program module for generating a data record (422) and storing it according to (423)

414 Program module within the main check (302) of the e-ticket, if the old travel identifier can be retained

4141 Program module for checking for the presence of a data record (454) in the queue

4142 program module for aborting (414)

4143 Program module for determining the previous travel identifier (4221)

42 data memory in the onboard computer (4)

421 current trip data of the means of transport (2)

421 1 Line number with direction of travel of the means of transport (2)

4212 local postmark of the means of transport (2)

4213 Time stamp of the means of transport (2)

4214 Validity identifier for the scheduled travel of the means of transport (2)

4215 Identifier for the operating company

422 single login record of a ticket login

4221 Travel identifier for a passenger's journey in the public transport network

42211 uniquely identifying identifier of the on-board computer

42212 incrementing counter that advances after each login

423 Collection of credentials (422) for a scheduled journey

425 wake-up and information signal of the on-board computer (4) at the beginning of the preliminary test

426 Start and information signal of the on-board computer (4) at the beginning of the main test

453 record (5) to (41) if a new trip identifier is needed 454 record of (5) to (41) if the old trip identifier is retained

5 CPU in the ticket carrier medium (1) 503 Program module for checking whether the version version contained in (1)

Identifier (611) is identical to the identifier obtained from (4111)

504 Program Module Cancellation (51) 505 Program module for electronic ticket validity check and validation of the transfer relationship

51 Program module for pre-testing the e-ticket in the CPU (5) 512 Program module for checking whether (42211) off (41 12) with (42211) off

(63) matches

513 program module (52) abort 516 result of the program module (505) if the old trip identifier is retained 517 result of the program module (505) if a new trip identifier is needed 518 program module for updating (63) with data from (4111)

520 Program module for reducing the number of driving authorizations

52 Program module for the main check in the CPU (5) 53 Program module in (5) for storing (4214) and (4221)

531 Program module for displaying (4214) on the text field

532 program module for storing (4214) and (4221) in (62) 54 program module in (5) for storing (4214)

541 program module for displaying (4214) on the text field 542 program module for storing (4214) in (62)

6 data memory in the ticket carrier medium (1)

61 Data memory for the value ranges of the transfer check

61 1 Version identifier for the valid value range

612 Data of the value range for the transfer check 62 Data on the e-ticket and the current journey of the passenger

621 e-ticket data according to standard definition

6211 ticket type (multi-trip ticket, season ticket ...)

6212 Initial value of the single trips of a multi-trip ticket when purchasing the e-ticket 622 Data element in (1) for the travel ID (4221)

623 Data element in (1) for the time stamp that is assigned at the start of a passenger journey.

624 data element in (1) for (421 1), which is assigned at the start of a journey 625 data element in (1) for (421 1), which is used for each individual journey

Passenger journey with change is awarded

626 Data element in (1) for the number of single trips of a multi-trip ticket that can still be used

627 Data element in (1) for storing (4214) 628 data element in (1) for storing the identification code of the

Vehicle on-board computer

63 memories for the information data received with the record (4111) of (4)

64 Time variable Z for specifying the maximum time period in which transfer operations are permitted after the start of the passenger journey

65 unique identifier of (1) for identification in the data communi- cation between (4) and (1) during the main test Display on the ticket carrier Text lines of messages Display in the passenger compartment of the means of transport Transmitter of the wake-up zone above the door of the means of transport

Claims

claims

1. A method for registering passenger travel in means of transport between a start and a destination by means of an electronic ticket carrier medium, which has a memory, a processor and a first receiving device for receiving data signals of a transmitter (Wake-up), the one assigned to the first spatial access zone of the means of transport, and via a second transceiver for data exchange with a second transceiver, which is associated with a second spatial detection zone of the means of transport, has

characterized in that

^»In the processor (5) of the ticket carrier medium (1) upon receipt of an information unit sent by the alarm clock (9) of the access zone of the means of transport (2) the tariff admissibility of a trip with this means of transport with respect to the stored in the memory (6) of the carrier medium electronic ticket (62) is checked, ^■ after receiving a command from the detection zone of the means of transport associated transceiver device (10) a data element for identifying a tariflich billable travel process (travel identifier) (4221) is determined,

If, in the case of a transfer procedure recognized as valid during the validity check, a travel identifier of the current passenger journey (622) stored in the memory of the ticket carrier medium is used,

^■ in the case of a transfer process recognized as invalid during the validity check, the generation of a new travel identifier (4221) in the vehicle on-board computer (4) is requested, ■ as well as the determined travel identifier and a data element for characterizing the tariff conditions to be applied to the electronic ticket (Ticket Type) (6211) are integrated into a registration data record (422) in a vehicle on-board computer assigned to the means of transport.

2. A method for registering passenger travel in transport according to claim 1, characterized in that the data element for identifying the on the ticket conditions (ticket type) (621 1) to be applied by the second transceiver device (12) from the ticket carrier medium to the transmitting / receiving device (10) associated with the capture zone.

3. A method for registering passenger travel in means of transport according to one of claims 1 or 2, characterized in that the data element for identifying a collectively billable travel process (travel identifier) (421 1) from a unique numeric identifier (42211) of the vehicle -Bordrechners and one with each carried out by this vehicle on-board computer applying a new travel identifier incrementally increased numerical value (42212) is formed.

4. A method for registering passenger travel in means of transport according to one of claims 1 to 3, characterized in that for validity checking of the electronic ticket from the alarm clock (9) to the ticket carrier medium (1) information unit (4111) data elements ( 63) are read with information on the current location and / or time stamp and / or the identity of the means of transport and compared in the processor (5) of the ticket carrier medium with predefinable value ranges (612).

5. A method for registering passenger journeys in means of transport according to one of claims 1 to 4, characterized in that in the memory (6) of the ticket carrier medium, a first storage space with the oldest temporal data element (624) for identifying the direction of travel and line number of the first means of transport in the journey of a passenger as well as a second storage space are occupied with the most recent data element (625) for identifying the direction of travel and line number of the last means of transport in the journey of a passenger.

6. A method for registering passenger journeys in means of transport according to at least one of claims 1 to 5, characterized in that from the detection zone associated second transceiver (10) a confirmation feature for indicating a successful storage of the registration Data record in the vehicle on-board computer containing data element (4214) is output to the ticket carrier medium.

7. A method for registering passenger travel in means of transport according to claim 6, characterized in that transmitted as a confirmation feature generated by the vehicle on-board computer (4) random number of the detection zone associated second transceiver to the ticket carrier medium and on each a display (8) associated with the means of transport and a display (7) associated with the receiving ticket carrier medium are displayed.

8. A method for registering passenger travel in means of transport according to at least one of claims 1 to 7, characterized in that stored in the vehicle on-board computer registration records to a central entity (3) for evaluation using the ticket carrier medium in transmitted by different means of transport.

9. A method for registering passenger travel in means of transport according to claim 8, characterized in that the registration records in the central evaluation entity (3) for determining the traversed using the ticket carrier medium in different means of transport paths in a first sub-step according to the travel identifier (4221) and in a second sub-step, all data records that can be assigned to the same travel identifier are sorted according to time stamps (4213).