EP2130183A1 - Procédé pour déterminer le trajet d'une personne équipée d'un appareil de téléphonie mobile - Google Patents

Procédé pour déterminer le trajet d'une personne équipée d'un appareil de téléphonie mobile

Info

Publication number
EP2130183A1
EP2130183A1 EP08716629A EP08716629A EP2130183A1 EP 2130183 A1 EP2130183 A1 EP 2130183A1 EP 08716629 A EP08716629 A EP 08716629A EP 08716629 A EP08716629 A EP 08716629A EP 2130183 A1 EP2130183 A1 EP 2130183A1
Authority
EP
European Patent Office
Prior art keywords
base station
mobile phone
coordinates
determined
mobile
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP08716629A
Other languages
German (de)
English (en)
Other versions
EP2130183B1 (fr
Inventor
Jörg Pfister
Bernd Fritz Geppert
Uwe Plank-Wiedenbeck
Christoph Zimmer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zeus Systems GmbH
Original Assignee
Zeus Systems GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zeus Systems GmbH filed Critical Zeus Systems GmbH
Publication of EP2130183A1 publication Critical patent/EP2130183A1/fr
Application granted granted Critical
Publication of EP2130183B1 publication Critical patent/EP2130183B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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 according to the preamble of patent claim 1.
  • the destination or at least the area of the destination must be specified.
  • the system where a ticket could be solved by a conductor during the journey, has virtually disappeared because the costs for the conductor have been cut.
  • the system is widely used in which the ticket is solved before a journey starts at a ticket sales point occupied by persons or at a machine.
  • a disadvantage of the ticket sales outlets occupied by persons is the relatively high personnel expense.
  • check-in / check-out ticketing systems In the suburban and suburban rail systems of local public transport, in some countries, so-called "check-in / check-out" ticketing systems have been in use for decades, with barrier systems being set up in the above-ground and underground stops for incoming inspection and exit control which only open when the ticket checked on special readers has been accepted as valid.
  • RFID Radio Frequency Identification
  • RFID chip cards communicate with their reader by radio, while contact-based chip cards must mechanically touch the contact surface of a reader with their contact surface in order to carry out the necessary data exchange.
  • the RFID technology can also be installed in a mobile phone, whereby the mobile phone is usable as a contactless chip card.
  • An RFID-based ticket system is also already known, which is used in London and can also be used when changing from the underground network to a bus network (Siegfried Holz: Are there any alternative solutions to check-in / out? Check-out systems ?, International Transportation (58), 5/2006, pp. 206-210).
  • Buses and subway lines in London have completely separate fare cards, but these can be entered in the so-called "Oyster" store.
  • Cards and multi-trip cards as well as personalized and anonymous cards can be used Despite the various card types, the handling of all Oyster card types is carried out uniformly on so-called smart card readers.
  • a "check-in” of the smart cards Upon entering a metro station, a "check-in” of the smart cards must be made to a smart card reader, and when leaving a metro station, a “check-out” of smart cards must be made to a smart card reader , Even when entering a bus, a "check-in” of the smart cards must be made on a reader.
  • the revenues generated for the bus and metro journeys must then be split up in such a way that railway and bus operators are fairly remunerated.
  • the splitting is calculated according to the proven source-destination relation.
  • the stop number of the access stop in the network is temporarily stored on the RFTD chip card until the end of the journey.
  • a seat guide system with which a ticket can be checked and a guide to a seat can be made (JP 2006018550).
  • a reservation management system assigns a train information to a travel distance information and sends an electronic ticket to a mobile phone terminal.
  • a gate such as a subway platform
  • devices located near the gate will obtain information about the position of the passenger and his seat for reservation management Given system. This is followed by either entry-level guidance information to the cell phone or to a display panel near the user. Also in this system gates are required, through which one must go.
  • a method for electronic payment of the use of a means of transport is known in which a terminal of a mobile radio communication network is used (EP 1 304670 Al).
  • the terminal for example a mobile phone, has both a mobile radio interface and a local interface, eg. As a Bluetooth interface, for local data transfer.
  • a near-data transmission connection is established via the local interface.
  • the usage data are the entry point and / or the exit point and / or the number of passengers and / or a number of tariff zones.
  • a method and a system are known with which an electronic registration when using public transport is possible (WO 01/69540 Al).
  • the traveler has a cell phone with him, the identity data has.
  • the known method has the following steps: automatic registration of the identity data of the mobile phone at the beginning of the journey, automatic registration of the identity data of the mobile phone at the end of the journey, automatic registration of further data of the mobile phone concerning the route traveled and the time between the two registrations of the identity data , Swapping the registered data with a remote processing device.
  • a server for billing a means of transport of a mobile communicator using a wireless network the server being connected to a data network and having means for receiving a use request sent by the communicator containing origin data (DE 101 47 788 A1 ).
  • the server electronically determines the local position of the communicator by means of the source data and the wireless network.
  • he creates a digital ticket from the user request and the position, which is further processed according to the control and billing procedures used.
  • the server sends an acknowledgment signal to the mobile communicator.
  • the known system is thus based on the precise positioning of the beginning and end of a trip and a dialogue about it between the mobile device and a server during the journey.
  • the ticket or provisional ticket serves as a provisional access authorization, this ticket is issued only after a review of characteristics and after determining the position of the boarding station.
  • the position of the mobile device will be reported back to itself. It will be selected before returning and confirming the correct dial a tariff, possibly also a provisional tariff.
  • Automated Positioning of Transport Services continuously monitors the current location of the mobile device relative to possible transportation services during the journey. This is done online with feedback to the communicator. For the position determination two variants are provided. In the first variant, the communicator requests its position from the radio network operator, while in a second variant the mobile communicator sends a message to the server. This then determines based on the identification of the communicator whose position and sends it back.
  • the mobile devices and the central computer are for data exchange over a cellular network and the mobile devices for obtaining data equipped their current position (WO 03/063088 A2). Based on a plurality of consecutive current positions of the mobile device, a driving protocol is created and used for the fare collection.
  • the central computer is contacted by a mobile device, thus initiating an automated dialogue between the mobile device and the central computer.
  • the central computer transmits to the mobile device combinations of control positions relevant to the current position of the mobile device and a time limit.
  • the mobile device in turn communicates to the central computer a correspondence between its current position and one of the relevant control positions or a time-out signal together with its current position.
  • the automated dialogue is maintained at least until the transmission of a first time-out signal or until the current position of the mobile device matches a correspondingly marked position.
  • a mobile device and a central computer communicate with each other over a mobile network, in both directions and based on an encrypted data exchange.
  • the mobile device is adapted accordingly and additionally equipped for the procurement and temporary storage of data.
  • the data relating to the current position of the mobile device is stored in the mobile device itself.
  • the data comparison takes place in real time and in the mobile phone itself, which must store corresponding data on the route network in the mobile phone.
  • the position is determined by GPS or A-GPS.
  • more accurate position data from the mobile network is determined in the form of a cell identity, combined with timing advance or E-OTD.
  • a method for the transmission of information to a mobile connection in which first at least the position of the mobile connection is determined and then the information is selected according to the position. The selected information is then transmitted to the mobile terminal where it is processed (WO 2005/094109 A1).
  • the position determination thus takes place on the basis of the information, specifically in the summary evaluation of three reference variables: base station, reference stations, mobile device.
  • the position determination for a terminal takes place via three reference stations, from which the distance of the mobile terminal to the base station is derived. Because of the movement of the mobile terminal, this distance changes permanently.
  • the invention has for its object to provide a method by which certain positions within a district can be identified.
  • the invention thus relates to a method with which the local travel history of a user of various public means of transport can be determined. Based on this determined travel history then the travel costs to the individual operators of the means of transport can be fairly distributed.
  • the advantage achieved by the invention is in particular that it can be determined by means of the evaluation of the coordinates of positions and coordinates of base stations, where the position is with high probability.
  • the positions are preferably those which occupies the mobile phone of a traveler during a journey using public transport. This is logged in at the beginning of a trip Mobile phone logged into a first base station, and at the end of the journey in an nth base station. During the course of the journey the mobile phone can be logged in to second, third etc. base stations.
  • step d) of the method according to claim 1 at predetermined time intervals, the travel history of the mobile phone owner can be determined. From this itinerary can be determined again, which portion of the travel costs on a certain public means of transport fall, if the traveler used different public means of transport
  • the steps a) and b) of the method need only be carried out once or they may have already been carried out before the actual identification of the position takes place. It is thus possible that public transport systems of different providers can be used by a subscriber without payment of an upfront fee. The participant only needs to enter a command into his mobile phone at the beginning and at the end of his journey.
  • a difference of the invention to DE 101 47 788 Al is that in the invention of the ongoing wireless dialogue of the mobile device is used with the radio network and the itinerary is determined subsequent to the trip. In the invention also no tariff selection takes place at the beginning of the process. Rather, tariff determination is made retrospectively for travel in the public transport system. In the method according to the invention, a continuous collection of data takes place, which in total allow a conclusion on the travel path in the public transport system. The position is thus recorded exclusively after the trip.
  • the invention is based on a non-exact comparison of position data of the mobile device with data of a star WEB position of the route network.
  • the position determination takes place in offline mode, so any time offset to the actual travel time and outside the mobile phone.
  • the invention also provides for no positioning of the mobile device by means of geodetic or GPS-based data. Instead, it takes place on the basis of the data protocol of the signals received by the mobile telephone from one or more mobile radio stations and preferably uses the evaluation of the cell ID of the mobile radio stations which are in radio contact with the mobile device.
  • the method can be extended by the use of field strength differences between the mobile device and the transceivers by means of the data currently stored in the central control units at the network operator.
  • the invention at no time provides a geodetic exact position of the mobile device. Rather, it is based on a probabilistic approach that determines the most probable position of the mobile device, which in turn is compared to exact network data.
  • the method according to the invention is multistage and increases the statistical probability by increasing accuracy, so that the method does not determine exact, but sufficiently accurate positions.
  • Figure 1 is a representation of stops public transport and base stations for transmitting and receiving operation in mobile (BTS) within a transport network.
  • BTS mobile
  • FIG. 2 shows a representation of sections of public transport as well as of BTS within a transport network
  • FIG. 3 shows start-destination relationships within a traffic association as well as BTS
  • Fig. 5 shows a representation of two parallel routes
  • Fig. 6 is a map representation of locations for base stations, stops and connections
  • Fig. 7 is a graph of probabilities versus time, comparing measurement and reference signals for a first routing candidate
  • Fig. 8 is a graph as in Fig. 7, but for a second routing candidate
  • Fig. 10 is a graph as in Fig. 9, but for a second routing candidate
  • FIG. 11 shows high values for the right-hand values for BTS and HST sequences for a first traffic line
  • FIG. 12 shows values as in FIG. 11, but for a second traffic line
  • FIG. 13 shows high values via node numbers for BTS and HST sequences of a first traffic line
  • FIG. 14 shows high values as in FIG. 13, but for other heights
  • FIG. 15 shows high values as in FIG. 13, but for a second traffic line
  • FIG. 16 shows high values as in FIG. 14, but for a second traffic line.
  • FIG. 1 an area 1 is shown, are provided in the various public transport and in which there are several base stations 2 to 22, 35 for the transmission and reception operation in mobile communications.
  • the sections of public transport lines (public transport) are shown as arrows or double arrows, z. B. as arrows or double arrows 24 to 34.
  • the stops are each where two arrowheads abut each other.
  • the circles around the base stations 2, 35, 22, 20, 21, 18, 19 indicate the range of the design of these base stations. All illustrated base stations 2 to 22, 35 are usually operated by the same provider. In area 1, however, there may also be base stations from other providers.
  • the field strength of an electromagnetic wave in free space decreases in inverse proportion to the distance to the transmitter.
  • the receiver input power therefore decreases with the square of the distance. Due to the weather conditions, the atmosphere changes its properties, which also changes the propagation conditions of the waves.
  • the attenuation is frequency-dependent and has a very strong effect on some frequencies, but hardly on others.
  • the wavelengths that have been used in Germany for mobile networks are about 150 MHz (analog A network and analog B network), 450 MHz (analog C network). These frequency ranges are used for data, radio and television broadcasting and form space waves.
  • GSM Global System for Mobile Communication
  • ETSI European Telecommunications Standards Institute
  • GSM Global System for Mobile Communication
  • the GSM frequencies are between 890 and 915 MHz (GSM-900) and 1710 to 1785 (GSM-1800).
  • GSM-900 and GSM-1800 are the most widely used in the world, although there are other bands, such as GSM-400 or GSM-850.
  • Radio networks in which an attempt is made to cover a large area by a high transmission power of individual base stations, can only serve a limited number of users due to the bandwidth used, since it is necessary to prevent two or more subscribers from speaking and speaking on the same frequency can therefore listen to each other.
  • radio networks with high transmission power an assigned radio contact will be retained as long as possible, even if another coverage area has already been reached. Since the boundaries of a coverage area are spatially inaccurately defined, adjacent coverage areas must use different radio channels to avoid interference. This leads to an enormous demand for frequencies with high subscriber density, but this is limited by the scarcity of the available spectrum.
  • Cellular radio networks are based on the division of a total area in which the network is operated into so-called radio cells, which are each supplied by a base station.
  • Each base station may only use a portion of the total available frequency channels, which can be reused to avoid interference from adjacent cells only at a sufficiently great distance.
  • a cluster joins adjacent clusters in which the frequencies may be used repeatedly.
  • the clusters must cover the entire area to be supplied, which is why only certain possible cluster arrangements of z. B. 3, 4, 7, 12 or 21 cells.
  • the cell size can be adapted to the traffic density.
  • large-scale cell technology is being used in small and medium-sized cell or microcell or pico-cell technology. Large cells have a radius of about 30 km, small cells to less than 10 km and microcells of some 100 m to about 1 km. Pico cells have a radius of some 10 m to several 100 m.
  • Base station 20 is no longer responsible. This process is called handover.
  • the preparation of a handover is based on the continuous metrological observation and evaluation of the reception situation by the respective base and mobile stations and decides on the spectral efficiency of the radio network and the quality of service, which is perceived by the subscriber. Therefore, a mobile subscriber leaves the coverage area a base station, it must be powered by another neighboring base station, so that the connection does not break off. A disconnect (cut-off or call drop) during a call is not or very unwillingly accepted by the subscriber and therefore has great importance in determining the quality of service. Without an automatic handover, the subscriber or mobile station would be forced to re-establish the connection.
  • the loop transit time is measured and corrected by the base station so that the distance of the mobile station from the base station is known and a handover can be initiated in good time if the subscriber leaves the planned service area, ie the cell and another suitable base station is available.
  • the mobile phone measures parameters during a connection and informs the network.
  • a so-called measurement protocol is sent to the network.
  • This measurement protocol contains not only parameters of the current network connection, but also the radio conditions to neighboring cells, which may be considered as the target cell in case of handover.
  • a participant in position 40 enters a tram, he presses a certain key on his mobile.
  • the base station 21, in which the subscriber is coupled in recognizes that the subscriber is starting a journey with a public transport, and provides corresponding information to a data processing system of the provider.
  • another entity may be provided which operates the data processing system.
  • any user of the method according to the invention can operate the data processing system.
  • This data processing system contains a database in which the relations between the base stations and the stops are stored. In the database then the percentages are stored, with which probability a stop is assigned to a base station. The basis for this is the geo-coordinates of the stops and the base stations as well as the respective distances between the base station and the bus stop.
  • the stop 40 lies in the wave propagation circles of three base stations, namely the base stations 20, 21 and 22.
  • the base station 21 is associated with the stop 40 with a probability of 65%.
  • the percentages are a basis for calculating the measure of confidence; they relate to the likelihood that the cell phone will be registered in a BTS on the condition that the cell phone is at stop 40.
  • the inverse relation is required, namely at which stop the mobile phone is when it is logged in a specific BTS (measured value). So if the cell phone is logged in BTS 22, it must be stop 40. This statement can be made with a probability of 100%.
  • the mobile phone is registered with BTS 35, several stops with different probabilities are possible.
  • the data processing system of the provider knows from which base station the information about the entry of the subscriber came on the tram, it can assume that, if the information came from the base station 21, with 100% probability of the stop 40 is because there is only the stop 40 in the field of view of base station 21. Thus, the subscriber can only be at the stop 40. Since it is not excluded that the mobile of the subscriber is coupled into the base station 20 or in the base station 22, the data processing system of the provider knows that in these cases, the subscriber only with a probability of 52% or 100% at the stop 40 is located. An accuracy of 52% is under certain geometric conditions too low to identify a stop with sufficient certainty.
  • the subscriber's mobile phone can theoretically be coupled in at six base stations, namely at all base stations whose transmission channels comprise or touch this route section 24. These are the base stations 18, 19, 20, 21, 22 and 35.
  • the probability is 21% that the mobile is located on the route section 24.
  • This probability for the identification of link section 24 is 29% for a coupling in station 19, 84% for a coupling in station 20, 100% for a coupling in station 21 or 22 and 17% for a coupling in station 35.
  • the respective calculated probabilities are based on the mean distance between a section of track and a base station.
  • the mean distance is determined by a standard geometric method from coordinates of the starting and ending point of the route section and the coordinates of the base station.
  • the coordinates of Base stations can be measured, for example, with the aid of GPS or Galileo, which evaluates the signals of a satellite-based system for global positioning and location. In the same way, the coordinates of the individual stops can be stored in a memory.
  • the probability values are also stored for the remaining route sections 25 to 30 and 32 to 34 in the memory of the data processing system. These calculations are performed only once before using the system according to the invention.
  • the probabilities that a mobile phone is booked into a BTS are now converted under the condition that a certain section of the route is used.
  • the goal is new probabilities that a cell phone will drive a stretch of track on the condition that it is checked in at a particular BTS.
  • a data set which associates the individual stops with the individual base stations
  • a data record which assigns the individual routes to the individual base stations, the assignment being expressed as a percentage.
  • the base station 20 takes over from the base station 21 with a relatively high probability after a certain time. From the change from the base station 21 to the base station 20, it can be concluded that the subscriber is on the route 24. If the participant continues on the same tram on the route 25, he will be taken over by the base station 35 after a certain time. In the data processing system of the provider, the transition from the base station 20 to the base station 35 is detected. From this transition, it can be concluded that the participant is on route 25.
  • the participant climbs out of the tram at the end of the route 25 and enters a subway, which travels along the route 34, his cell phone initially remains coupled in the base station 35. Since the subscriber does not press a button on his mobile phone again when changing, the data processing system of the provider knows neither about changing the subscriber nor about that he is now in the subway and on the route 34.
  • the participant ends his journey at the end of the route 34, he presses the button on his mobile again.
  • the data processing system now knows that the participant has finished his journey. She also knows that the subscriber's mobile is still coupled into base station 35. From the probability data, the stop at the end of the Route 34 are assigned, and from the probability data associated with the route 34 can be closed to the stop at the end of the route 34. This determines the entire route of the participant.
  • the participant returns to the starting point 40 again. Previously, he pressed a special key on his cell phone or entered a speed dial to unlock an electronic ticket.
  • the message is transmitted to the provider via mobile phone, which sends back a corresponding response protocol so that the subscriber receives a message on his mobile phone display.
  • WLAN Wireless Local Area Network, UWB, etc.
  • the passenger logs off in the same way again.
  • the deregistration of the passenger is not mandatory for the operation of the procedure. If the passenger forgets this cancellation, the invention in a multi-stage process is able to recognize the end of the journey itself.
  • the base station 21 is assigned to only one stop 40, so it is clear to which public transport provider this stop 40 is assigned.
  • the base station 12 is also known. In the transmission circuit of this base station 12, however, there are three stops, namely the destination station 42 itself and the stations 41 and 43. These are all within a tariff zone of public transport, so that no consideration is possible, taking into account only the destination station 42. However, this mapping becomes unique as the documented travel path from station 40 to the destination station is compared to all possible schedules for trips from the station 40 to the potential destination stations 41, 42, and 43. As a rule, only one station in the pattern of the stop sequence and the travel time is given to a given timetable. speak.
  • FIG. 4 shows how the measurement of a BTS can be assigned by the percentages of a route or a stop. Such amounts are shown in Table 5 below. These percentages are to some extent indicative of a travel chain. Some clues may be erroneous, but a complete processing of clues can increasingly compensate for these errors.
  • Fig. 4 shows how the indicia are distributed and that there are contradictions and discontinuities in relation to the travel chain. In this case, possible candidates for the travel chain are set up from these indicators, for example a route 1 and a route 2, which are shown in FIG.
  • a first route 1 with the routes 45 to 48 and a second route 2 with the routes 49 to 51 are provided.
  • the first route has four route sections and five stops 52 to 57.
  • the second route has three route sections 49 to 51 and four stops 52 to 56. Five detected elements of the two routes correlate to one another, namely the track sections 47, 48 with the track sections 49, 50 and the stops 54, 56, 57 with the stops 55, 56 and 53.
  • a third step in addition to the geometric or spatial relationships also the temporal aspects of the kinematic or spatial relationships in the transition from a basic cell into the following basic cell are taken into account. This is always the case if different, superimposed, but staggered offered driving possibilities of different transport companies can be used on identical routes between identical entry and exit stops (eg company A with arrival times at the minute 0 and 30, company B with Arrival times at the minute 20 and 50).
  • the still insufficiently resolved scenarios for manual post-processing are stored.
  • the provider's data processing system has a quality management module that provides continuous, semi-automatic optimization of the algorithms and control of the results.Quality management is closely linked to the manual postprocessing stage, with lower scores.
  • the result of the quality management consists of an adjustment of the parameters in the area of the decision points and an adaptation to the different algorithms.
  • the efficiency of these calculation levels depends on the design of the tariff area.
  • FIG. 6 also shows a map representation of the locations for the base stations, stops and connections with distance indications. It can be seen here the holding stations a to k and the base stations A to L. The circles indicating the range of the base stations are omitted for the sake of clarity.
  • a tram line I commutes between the stops a and j.
  • a bus line II commutes between stops k and h.
  • HST holding stations
  • BTS base stations
  • the "x values" are the horizontal x coordinates and the "y values" are the vertical y coordinates.
  • Table 2 The coordinates of Tables 1 and 2 are used to calculate the distance and thus to calculate the probabilities for Table 4.
  • Table 3 is an excerpt from a timetable again, for two different public transport lines. To simplify matters, the times have been defined as minutes relative to a time to.
  • the probability is calculated that a mobile phone is booked into a BTS, under the condition that the mobile phone is located on a particular HST. This calculation is based on the distance between BTS and HST, which is inversely proportional to the probability. However, what is the likelihood of the cell phone being connected to an HST on the condition that the cell phone is registered in a particular BTS? Therefore, the probabilities are processed such that each BTS weights and normalizes the HST in range according to the probabilities from the first step. This results in the percentages of Table 4.
  • a passenger uses only the public transport line 2 in accordance with the station sequences kgcdefh, whereby the passenger activates the eTicket mode at the beginning of the journey and ends it at the end of the journey. His journey through the BTS network is then determined by a corresponding measurement protocol, which is reproduced in Table 5 below.
  • Table 5 states that due to measurements made at intervals of 30 seconds, it was found that the BTS I was communicating with the cell phone for one minute. Then the BTS A also communicated for a minute with the mobile phone etc.
  • the left-hand column of Table 5 only serves as auxiliary information with the respective stop when the vehicle is stationary.
  • the dash indicates that the vehicle is traveling between two HSTs.
  • the start-target relationship is determined.
  • it is determined which BTS communicated with the mobile phone at the time of the beginning of the journey and which at the end of the journey.
  • Table 6 below shows the corresponding assignment.
  • the overall probability for a single start-destination relation is determined from the product of the individual probabilities for each stop:
  • the start stop is the stop k (line 2)
  • the destination stop with a 61% probability is the stop h (line 2). Based on this result, the accuracy is increased in a further step.
  • Table 11 The value pair 0.5 / 11.5 in the right-hand column refers to the time of the first measurement at the start and the last measurement at the target. The values are taken from Table 5.
  • the temporal deviations can be calculated as the difference of the measurement from the timetable.
  • a minimum value of 1 minute is defined here and all time differences are considered without sign as a discrepancy between measurement and timetable.
  • no values less than 1 are included in the calculation when weighting the determined ⁇ t values. Therefore, all values with "0", "0.5” etc. are rounded up to "1".
  • the weights for the probable solution are inversely proportional to the time discrepancies and are calculated according to the following rule
  • the probabilities are calculated as a proportional share of the individual weight according to the following rule:
  • Table 13 already contains the result for the improvement procedure, scaling and normalization first determine the probabilities which correspond to the results from the basic procedure. These are shown in Tables 14 and 15.
  • the optimization process considers the entire itinerary. It is assumed that the public transport connections used in accordance with the timetable, ie. H. without delay.
  • the method involves the measured BTS at each HST in the process.
  • Line 2 HST sequence k-g-c-d-e-f-h (routing candidate 1)
  • the routing method itself is not the subject of the invention because it is already known as such, e.g., in commercial GIS tools - such as Mapinfo - appropriate modules are available.
  • the arrival and departure times for each HST are queried from the timetable. For example, a service life of one minute each is set.
  • the probabilities relating to the HST of the measurement are entered for the measured BTS (column 4). Furthermore, the optimal BTS (column 5) with the respective maximum probability (column 6) is entered for each HST.
  • the probabilities of the measurement are compared with the probabilities of the reference (column 6).
  • the corresponding curves are shown for the routing candidate 1 in Fig. 7 and for the routing candidate 2 in Fig. 8.
  • the dashed lines refer to measurements, while the solid lines refer to references.
  • the probabilities are taken from Table 4. Thus, in FIGS. 7 and 8, one can speak of the probabilities of the measurement signal and the reference signal.
  • the similarity of the two curves is determined by a correlation coefficient.
  • the two signals to be compared are made averaging, so that the expression of the waveform, and not the absolute values, maps these curves as dominating influence for the similarity by the calculation method.
  • the resulting curves are shown in FIGS. 9 and 10. While Fig. 9 shows the curve for the routing candidate 1, Fig. 10 shows the waveform for the routing candidate 2. In Figs. 9 and 10 are shown the same signals as in Figs. 7 and 8, but adjusted for their mean value.
  • the mean-free signals for the measurement and for the reference are calculated as follows:
  • the correlation coefficient is a normalized quantity and has a value range of [-1, I].
  • the result for the selected candidates is as follows:
  • the entire travel chain is also considered.
  • the geometric relationships between the coordinates of the HST of possible travel routes and the coordinates of the measured BTS locations are compared here. This procedure completely ignores the temporal relationships and is thus independent of delays or disruptions in the operation of public transport.
  • a trip with line 2 was based on the following HST sequence:
  • Fig. 11 the BTS sequence from the measurement and the extracted HST sequence for line 1 are shown as a map representation. In addition to the original polygons of the sequences, traverses with exactly 10 interpolation points (BTS-10 and HST lO) are drawn.
  • the number of nodes of the BTS sequence and the HST sequence are the same (in the present case, 10 nodes would be selected, in principle, this number can be chosen freely).
  • the individual coordinates are calculated in such a way that the support points are distributed equidistantly over the connecting lines of the original sequences.
  • the distance of the support points of the HST sequence may differ from the distance of the support points of the BTS sequence
  • the sequence of the determined interpolation points thus simulates the original polygon approximately in its shape. This is a geometric scan with a given number of nodes. These calculated interpolation points are plotted in FIGS. 13 to 16 on the respective x-axis. The corresponding relationships for the comparison between the BTS sequence from the measurement and the extracted HST sequence from line 2 are shown in FIG.
  • the signals are needed as input signals for the actual correlation calculation.
  • the similarity of the two curves is determined analogously to the optimization method by the correlation coefficient.
  • the averaged values of the individual signals play an important role in the interpretation of the results. Therefore, the non-mean value signals for the comparison of the BTS sequence from the measurement and the extracted HST sequence for line 1 are shown in FIGS. 13, 14.
  • the corresponding signals are shown in FIGS. 15, 16.
  • the calculation of the correlation coefficient is analogous to the optimization method.
  • the mean-free signals (measurement and reference) are calculated as follows:
  • the correlation coefficient is a normalized quantity and has a value range of [-1, I].
  • the result for the selected candidates is as follows:
  • i Correlation coefficient for the geometric comparison of the entire travel chain with respect to the high value.
  • ii Correlation coefficient for the geometric comparison of the entire travel chain in terms of the legal value.
  • iii location difference of the trajectories for the geometric comparison of the entire travel chain with respect to the high value.
  • the method according to the invention can also be refined by taking into account further parameters. These parameters would then have to be provided by the mobile service providers, for example. These parameters include, for example, the distance between a BTS and a cell phone, which can be determined by measuring the loop transit time. Also the geodetic course of the trajectories for single lines or the distribution of the GSM field strength belong to these parameters. Information about timing differences of the timetable lines would also be helpful.
  • the fare can be determined and divided into the individual lines.
  • the tariffs of the individual transport companies can be very different. So there are honeycomb systems that are not concentric. However, there are also concentric ring zone tariffs with rings around a central point, for example around a city center. rum. Furthermore, there are combined systems with ring zones in the first stages and with outer zones divided into segments. But there are also systems with homogeneous tariff zones, where the size of the tariff zones is about the same. In other systems, where the tariff zones are not homogeneous, the diameter of a zone or honeycomb can be quite different. Furthermore, systems are known in which each stop is assigned to only one zone; in other cases, border stops are systematically maintained, which - depending on the direction of approach - are assigned to different zones.

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  • Business, Economics & Management (AREA)
  • Finance (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Navigation (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Telephonic Communication Services (AREA)

Abstract

L'invention concerne un procédé permettant de déterminer le parcours local d'un usager de différents moyens de transport en commun. D'après le parcours ainsi déterminé, les frais de transport peuvent ensuite être répartis équitablement entre les exploitants individuels des moyens de transport. Ce procédé repose sur une comparaison des coordonnées relatives à des arrêts des moyens de transport en commun avec les coordonnées relatives à des stations de base pour les opérations d'émission et de réception de téléphonie mobile (GSM). Ces coordonnées doivent être déterminées une seule fois et peuvent être stockées dans une mémoire. Si les coordonnées d'une station de base à laquelle un portable est connecté se trouvent à proximité des coordonnées d'un arrêt, on déduit que le propriétaire du portable se trouve à cet arrêt. Pendant le trajet de l'usager des moyens de transport en commun, on détermine à intervalles réguliers - par exemple toutes les 30 secondes - à quelle station de base le portable est connecté. On détermine ensuite à nouveau quel arrêt est le plus proche de la station de base activée et quelle ligne l'usager a emprunté. Le procédé de base présentant encore des imprécisions, des mesures additionnelles peuvent être prises pour préciser l'itinéraire de l'usager détenteur du portable. Une telle mesure peut consister par exemple à comparer un horaire officiel avec les informations de temps et de lieu mesurées. Certaines étapes du procédé peuvent être mises en oeuvre pour contrôler également si le propriétaire du portable est en possession d'un ticket électronique en règle.
EP08716629.4A 2007-03-27 2008-03-19 Procédé pour déterminer le trajet d'une personne équipée d'un appareil de téléphonie mobile Active EP2130183B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007014528.6A DE102007014528B4 (de) 2007-03-27 2007-03-27 Verfahren zum Identifizieren einer Teilmenge von Positionen
PCT/EP2008/002205 WO2008116587A1 (fr) 2007-03-27 2008-03-19 Procédé pour déterminer le trajet d'une personne équipée d'un appareil de téléphonie mobile

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EP2130183A1 true EP2130183A1 (fr) 2009-12-09
EP2130183B1 EP2130183B1 (fr) 2018-05-30

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US (1) US20100144375A1 (fr)
EP (1) EP2130183B1 (fr)
JP (1) JP2010527439A (fr)
DE (1) DE102007014528B4 (fr)
WO (1) WO2008116587A1 (fr)

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EP2130183B1 (fr) 2018-05-30
DE102007014528A1 (de) 2008-10-09
JP2010527439A (ja) 2010-08-12
DE102007014528B4 (de) 2018-07-26
US20100144375A1 (en) 2010-06-10
WO2008116587A1 (fr) 2008-10-02

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