WO2001020557A1 - Procede et systeme d'enregistrement de billets - Google Patents

Procede et systeme d'enregistrement de billets Download PDF

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Publication number
WO2001020557A1
WO2001020557A1 PCT/EP2000/008292 EP0008292W WO0120557A1 WO 2001020557 A1 WO2001020557 A1 WO 2001020557A1 EP 0008292 W EP0008292 W EP 0008292W WO 0120557 A1 WO0120557 A1 WO 0120557A1
Authority
WO
WIPO (PCT)
Prior art keywords
ticket
unit
tickets
information
module
Prior art date
Application number
PCT/EP2000/008292
Other languages
German (de)
English (en)
Inventor
Rolf Bächtiger
Christoph Cronimund
Gérard Salzgeber
Reto Schreppers
Bruno Wenger
Willi Brändli
Aldo Rebsamen
Original Assignee
Häni-Prolectron Ag
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 Häni-Prolectron Ag filed Critical Häni-Prolectron Ag
Priority to JP2001524061A priority Critical patent/JP3806757B2/ja
Priority to EP00962381A priority patent/EP1210693B1/fr
Priority to BR0011533-9A priority patent/BR0011533A/pt
Priority to CA002384556A priority patent/CA2384556A1/fr
Priority to DE50004188T priority patent/DE50004188D1/de
Priority to AT00962381T priority patent/ATE252752T1/de
Publication of WO2001020557A1 publication Critical patent/WO2001020557A1/fr
Priority to US10/095,315 priority patent/US7143049B2/en

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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

Definitions

  • the present invention relates to a method and a system according to the preamble of patent claims 1 and 18 and 25 and 34.
  • a contactless identification system with electronic access cards is known, with which a person has access to a closed area, e.g. can be granted to a building.
  • the system described in [4] additionally enables data to be transmitted to the electronic access card, for example in order to change the access profile or to block the access card.
  • the arrangement specified in [2] allows a plurality of electronic tickets to be recorded at an access point (e.g. subway) or at a boarding point (e.g. door area of a railroad car).
  • an access point e.g. subway
  • a boarding point e.g. door area of a railroad car
  • the registration of electronic tickets must also meet the following conditions for such a process - also known as "walk in / walk out”: a) The registration must be complete, so the tickets in a coat pocket of a father and those of the accompanying passengers should be Children are recorded b) There must be no unwanted registration, for example wise, if a person with such an electronic ticket helps another person to get in, that additional person must not be registered as a passenger. c) The registration must be as fraud-proof as possible, so that the covering of the electronic ticket should be recognized by means of a metallic foil.
  • the present invention is therefore based on the object of specifying a method and a system for registering electronic tickets with which the non-registration of real passengers or service recipients and the unwanted registration of people with an electronic ticket is avoided and attempts to defraud by means of a temporary shielding of the electronic ticket can be reliably recognized.
  • the actually used (transport) performance can be recorded and if necessary billed.
  • the actual traffic data (frequencies, occupancy of the wagons, type of tickets) are available to a transport company practically in real time.
  • the tickets can be provided with a display module.
  • a display module As a result, general or targeted information can be displayed for the person concerned (claim 17).
  • the invention is not limited to transportation, but also for electronic admission or entry tickets, e.g. in an exhibition, applicable. It is also possible to design the invention as an identity card.
  • ticket used in this document therefore always also includes the terms “admission ticket”, “entry ticket” or “identity card” as well as similar cards and ID cards.
  • FIG. 1 shows a block diagram of an electronic ticket for the method according to the invention
  • FIG. 2 shows the floor plan of a vehicle with the arrangement of a first transmitting unit and a second transmitting / receiving unit and the associated zones;
  • Fig. 5 System overview and information flows when registering electronic tickets.
  • Fig. 6 arrangement of an electronic ticket as a beacon for transmitting the location information to a passing vehicle.
  • Fig. 10 shows the floor plan of a bus with the arrangement of a first transmitter unit and a receiver unit and the associated zones in a further embodiment of the
  • FIG. 11 shows the individual method steps for registering an electronic ticket in a further embodiment of the invention.
  • FIG. 2 shows the floor plan of a railroad car 20, each with an entry area 25 at the end of the car and a passage area 26.
  • the passage area 26 enables the passage to another carriage of a train composition.
  • These two areas 25, 26 enable access to the passenger compartment 23 through a platform 24. Doors are not shown for the sake of clarity.
  • the platform 24 and the passenger compartment 23 can be open or can be designed with a wall and an associated door.
  • a first transmission unit 31 is assigned to each of the two platforms 24, which transmits the relevant entry zone 21 with an electromagnetic field in one
  • Alarm zone 21 covers.
  • the entry zone 21 does not necessarily have to be congruent with the platform 24 in other applications than in the present example with a railroad car.
  • a second transmitter / receiver unit 32 is assigned to the passenger compartment 23, which also covers a detection zone 22 with an electromagnetic field.
  • the zones shown correspond approximately to the coverage with regard to a minimum field strength of the relevant transmission units 31 and 32.
  • the wake-up zone 21 ' is preferably assigned to the entry zone 21, but it is also possible to use the
  • Fig . 1 shows the block diagram of an electronic ticket 10.
  • tickets 10 preferably have a credit card format.
  • These tickets 10 can be used both as a credit card and as a debit card.
  • portable cards are known to the person skilled in the art, for example under the term "smart card", for example in [2] or [5].
  • a processor module 16 is provided as the central control unit, connected to an associated memory module 17 and to a reception module 11, a second 12, a third 13 and a fourth transmission / reception module 14.
  • antennas 15.1 and 15.2 are provided.
  • the energy supply takes place by means of a battery 19 and an energy supply module 18; the connections are not shown for the sake of clarity.
  • the function, the air gaps to be bridged and the sensitivity of the various transmitter / receiver modules are explained in Table 1 below, the details of the sensitivity being understood relative to one another.
  • FIG. 3 shows the information flow over the air distance between a first transmission unit 31, a second transmission / reception unit 32 and an electronic ticket 10.
  • a person P who carries such a ticket 10 e.g. in the wallet
  • Figure 2 is to be consulted.
  • the type of storage of the various information units and fields is shown in FIG. 4.
  • the ticket 10 is in an energy-saving "sleeping state", ie only the first receiving module 11 is ready to receive. If a person P approaches the boarding area 25 of a railroad car 20 in a station, this person P enters the ticket 10 with the ticket 10 so-called entry zone 21. From When the doors are open, the first transmission unit 31 sends out an information unit periodically, for example in a cycle of 0.5 s.
  • This information unit called INFl has a structure according to Table 2: Information unit INFl
  • this information is stored in an area 43 of the memory module 17: INFl n .
  • a repeated reception of this information unit then causes a further, separate storage INF n ⁇ l if the field COURSEI has changed, this occurs when the person P has got into the car 20 of a train X and got out again and then into the car of one Turn Y gets on.
  • This process also occurs when a person P with the ticket 10 according to the invention marches past an entry zone 21 of a carriage 20 of another train. If the information in the COURSEI field has been retained, only the CYCLEl and COMMANDl fields are preferably updated. This process is not limited to a ticket 10, but occurs simultaneously with all tickets 10 located in the entry zone 21.
  • a timer of the processor module 16 is initialized. This timing element causes the second transmission / reception module 12 to be switched on intermittently according to a cycle time t CYCL1 contained in the field CYCLE1 .
  • the reference to time is also defined in this field CYCLEl.
  • the respective switching state is denoted by St., the individual connections Driving steps AI, Cl, C2, etc. are entered equidistantly in FIG. 3; the specified time periods t -VCL1 , t CTCL2 , etc.
  • the cycle times received in each case according to the field CYCLE1 can also be different.
  • the processor module 16 accordingly switches the transceiver module on and off in accordance with the various cycle times (intermittent reception readiness).
  • the structure of the information unit INF2 is similar to that of INFl according to Table 2. Additional fields ADDRESS2 and APPLICATION2 are provided in order to identify the relevant transceiver unit 32 or to specify the use of the registration according to the invention in more detail.
  • This information unit called INF2 has a structure according to Table 3:
  • the registration begins in such a way that the COMMAND2 field instructs you to mark the boarding location saved at the beginning or the most recently received current location, according to the POSITION2 field.
  • this marking can be dispensed with and the marking can be carried out by the subsequent method step C3 by transmitting the current location.
  • the marking is only made for that INFl x memory entry if the identical information, ie course number, is contained in the COURSE2 field.
  • the remaining units INFl., INFl ,, .., stored in area 43 are moved to area 44 after a defined time, entries INF1. L , INF1. L , etc., L stands for "lost” or "lost”.
  • process step C2 runs several times with possibly different contents in the fields CYCLE2, COMMAND2 and POSITION2. At least those information units with the same information according to the field COURSE2 are stored in a short-term registration memory 41 of the memory module 17.
  • a request has been made in accordance with method step C2 that the ticket 10 should transmit an information unit INF3 to the transceiver unit 32 located in the carriage 20, the time of the transmission being determined by a time t ⁇ which is either corresponds to an indication of the transceiver unit 32 or from the cessor module 16 is selected at random by means of a random generator.
  • the entries COMMMAND2 and CYCLE2 largely avoid collisions, but they are not excluded.
  • a detection is carried out as to whether the time slot in question is not already occupied by another ticket 10 or by a transceiver unit 12 of another train nearby (parallel travel, crossing of two trains) is. Any collision problems that occur can be solved by methods known to those skilled in the art, for example using the CSMA / CD method.
  • the information unit INF3 has a structure according to the information in Table 4:
  • the transceiver unit 32 Only those units INF3 are processed in the transceiver unit 32 that match at least the information in the field COURSE3.
  • the units received can either be stored in a database assigned to the wagon and / or train of a computer system called here on-board computer 35.
  • ticket records These units will be hereinafter referred to as ticket records.
  • This filing shows the presence of a ticket 10 with details of the respective location and the respective date and time.
  • the location is known in a control system of the train in question, for example by GPS receiver or by a particularly advantageous use of the ticket according to the invention as a beacon. This embodiment is described further below.
  • the field ADDRE ⁇ S3 contains the identity of the transceiver unit 32 last received by means of INF2.
  • ADDRESS3 and the information COURSE3 it can be determined whether a passenger with a ticket 10 is inside the train has moved from one carriage 20 to another carriage 20 '. This is necessary because the cycles can vary from car to car on the same train. This information is also required in order to identify possible fault recordings if the detection zone 22 of different vehicles overlaps, for example two trains or two buses traveling in parallel.
  • the STATE3 field contains status and / or so-called history information. Any attempts at fraud can thus be detected, for example by a passenger enclosing ticket 10 in a metal can during a journey and later removing it again. But it doesn't just have to be an attempt to defraud. This also occurs when a ticket 10 is placed in a piece of luggage, the piece of luggage being placed in a place where due to reflections (Raleigh
  • the relevant transceiver unit 32 acknowledges with an information unit INF2.
  • the information required for the acknowledgment is contained in the fields COMMAND2, ADDRESS2 and APPLICATION2, in particular also the identity of the ticket 10 according to the field TICKET_NR3 in the information unit INF3.
  • step - as explained under step C1 - it is assumed that the ticket 10 is sent by the send / receive capture unit 32 can no longer be reached.
  • the ticket 10 will now receive no information units INF2 and no information units INF3 can be transmitted to the second transmitting / receiving unit 32.
  • This is determined both by the processor module 16 and by the on-board computer 35 assigned to the car or train.
  • the ticket records stored in the database of the on-board computer 35 are thus provided with a flag and can be transmitted to a remote computer system 36 outside the train.
  • the stored position data are preferably likewise provided with a flag on the ticket 10 itself and stored in the short-term registration memory 41. This case also occurs when a person with the ticket 10 according to the invention leaves the car at the exit location.
  • the information unit INF1 transmitted via the reception module 11 is recognized by the processor module 16 as belonging to the journey concerned, but is not analyzed further.
  • the duration of the communication interruption was so long that the ticket 10 fell back into the "sleep state". If a person P with a " fallen asleep" ticket 10 leaves the railroad car 20, the ticket 10 receives a further information unit INFl , According to the information in memory areas 43 or 44, i.e. on the basis of a comparison with respect to the fields POSITION1, COURSEI, DATETIME1, the processor module 16 can determine that the current registration has failed. In this case, the processor module 16 initiates the immediate transmission of an information unit INF3.
  • Process step E2 This process step is carried out depending on the following three preconditions: • In accordance with method step E1, the ticket 10 has been “woken up”. In this case, the processor module 16 initiates the immediate transmission of an information unit INF3 with the fields POSITION3 and ACTPOSITION3 to the transceiver unit 32. Registration is also in one of these The information transmission in this case can also be found in FIG. 7 for the ticket with the number 102.
  • the ticket 10 By receiving an information unit INF1, the ticket 10 is “woken up” in accordance with the method steps AI and B1, ie the transmitting / receiving module is switched to intermittent readiness for reception for a fixed time. During this time, the ticket 10 now receives no information units INF2 from the a transmission / reception unit 32 corresponding to an entry zone 21 (same wagon or same train), the processor module 16 initiates a transmission of an information unit INF3 before “falling asleep again”. If after several attempts there is no acknowledgment with an information unit INF2, the corresponding entry of INFl is shifted into the area 44 of the memory module 17. If no further current entries INF1 are contained in the area 43, the ticket 10 is put into the sleep state by the processor module 16.
  • a ticket 10 is in a random time interval, e.g. transmits an information unit INF3 of its own within a range of 10 minutes to 4 hours in order to receive a response from any transmitting / receiving unit 32 and thereby enable registration.
  • FIG. 5 shows a system and the flow of information and data when registering tickets 10.
  • the transmitting unit 31 and transmitting / receiving unit 32 arranged in a carriage are connected to an on-board computer 35.
  • Such an on-board computer can be provided per car 20 or per train.
  • the connections 37 and 38 can be implemented both by wire, for example a so-called train bus, or via a radio link.
  • train bus for example a so-called train bus
  • the on-board computer 35 contains a database (not shown) in which the registrations that have been made are stored as so-called ticket records.
  • these ticket records are transmitted to a stationary computer system via a connection 39 immediately after registration or after a journey has been concluded.
  • the GSM technology is preferably used for this connection. If the method according to the invention is used in an exclusively stationary environment, for example in an exhibition or in a museum, this route is advantageously carried out using the known methods and techniques, for example as a LAN based.
  • the transport service to be invoiced is determined in a so-called post-processing on the basis of the total of the registered ticket records by a remote computer system 36.
  • the reception of the information unit INF1 in the entry zone 21 must be designed to be particularly secure in order to achieve the best possible penetration (clothes, bags) and to provide the reception module 31 with a relatively low sensitivity and thus to ensure low energy consumption preferably such a frequency range is provided in which the entry zone is in the near field of the electromagnetic field emitted by the transmission unit 31, ie the so-called H-field part dominates.
  • the near field is usually defined with r ⁇ 0.6 ⁇ ), where ⁇ stands for the wavelength.
  • a frequency of 30 MHz results for an expansion of (2 6) the entry zone 21. In practice, frequencies of 27 MHz and 13.5 MHz have proven to be particularly advantageous.
  • the method according to the invention with the intermittent operation of the transceiver module 12 enables a high degree of autonomy.
  • the tickets 10 can also be contained in pockets and these pockets are either placed under a bench seat or on a frame near the ceiling.
  • the field emitted by the transceiver unit 32 should have a sufficient field strength and good propagation properties wherever possible in the car.
  • a frequency is preferably provided which is somewhat below the GSM900 frequency range, the frequency 868 MHz is particularly advantageous; Depending on legal regulations, the frequency 433 MHz can also be used. It can be provided on the ticket 10 that the intermittent active switching of the second transmitter / receiver module 12 is monitored by means of a timer. If it is permanently active, the second transmission
  • Receiver module 12 switched off after a specified time. This switch-off takes place in order not to disturb the communication with the other tickets.
  • the various areas of the memory module 17 are shown in FIG. 4, the other areas required for the method according to the invention have the following four main functions:
  • the so-called short-term registrations are contained in the memory area 41, while the long-term registrations are stored in the memory area 42.
  • This distinction is necessary in at least two respects: transport companies must also carry out a random check for the method according to the invention by means of personnel.
  • the data on the electronic ticket 10 must be able to be viewed by the control personnel by means of control devices 50.
  • the entry zones 21 and detection zones 22 of different course vehicles can overlap, for example immediately after the departure of buses from a bus station, such a case can occur on a multi-lane road: a) An error detection when the entry zone overlaps is made possible by the following embodiment of the Invention detected: Several areas are provided in the memory module 17, in which the information contained in the information unit INF1 is stored. After arrival, the bidirectional communication is started using the process steps C1, C2, .. With this information contained in IN2, the original first entry can be identified according to the received information unit INF1 by evaluating the contents of the fields of COURSE, DATETIME, POSITION. b) On the one hand, an error detection when the detection zones overlap is fundamentally unlikely due to the agreed communication cycles, but not impossible.
  • Receive parallel detection zone several such transmissions are quite conceivable - can be detected immediately by the processor module 16 based on the information in the fields COURSE and / or ADDRESS that this entry is to be rejected.
  • a third transmission / reception module 33 is provided on the ticket 10. Certain services should only be accessible to those who are actually authorized. This is usually achieved by means of special turnstiles or locks, which only then allow access to a person who is given access by inserting a ticket into a reader / writer and subsequent validation or billing. Inserting the ticket is easy for the user and significantly reduces the access quota.
  • a third transmitting / receiving unit 33 is provided in a pass zone on the left and right, which, depending on the type of registration and / or billing selected, unidirectional or bidirectional communication with the ticket 10.
  • the structure of the exchanged messages has the same or a similar structure as given in Tables 1 to 3 above.
  • a fourth transmitting / receiving unit 34 is provided for initialization or for checking the ticket 10.
  • the initialization can be carried out by transferring a credit using an output device.
  • Such an output device can be used both by the public and by a point of sale.
  • the electronic tickets 10 can be checked with the aforementioned portable control device 50; the embedding of such a control device 50 in the system according to the invention can be seen in FIG.
  • a keyboard 52 and a display element 51 are provided for the interaction.
  • the control device 50 also contains a first reception module and a second transmission / reception module, which can receive information units INF1 and INF2 from the first transmission unit 31 and the second transmission / reception unit 32 arranged in the carriage 30. In this way, the current position of a car is stored in the control device 50. This ensures a current check of the tickets 10 carried by travelers.
  • the control device also allows a traveler to demonstrate the functionality of the system according to the invention, for example that of the first transmission unit 31. With this control device, the registrations contained in the first (41) and in the second trip registration memory 42 can be displayed in plain text. This allows to determine when and where the registration of a picture lettes was started or completed. Attempts to defraud while driving can be proven.
  • the data identifying a person are stored in the area 49 of the memory module 17. It is also possible that the digital image of the person concerned is also stored in area 49. This is necessary, for example, when checking tickets.
  • the data-related access to the different memory areas is determined on the one hand by the way of transmission, ie via which receiving module 11, 12, 13 or 14 information is transmitted and on the other hand by the structure of the information units transmitted.
  • the route of transmission is preferably detected via a (minimum) level that must be present at the input of the processor module 16.
  • An additional attenuator can be provided at the output of the receiving module 11.
  • the memory area 45 serves as program memory, while temporarily required data are stored in the area 46, for example intermediate results due to encryption / decryption to be carried out for the transmission with the transmission / reception modules 11 to 14.
  • the audience can provide a ticket 10 with further properties (ATTRIBUTES), e.g. the ticket can be switched as activated or deactivated. This is necessary if a person is transporting several tickets and it is not allowed to register for a fee.
  • the activation / deactivation of the ticket 10 can also be done logically in a further embodiment of the invention.
  • a deactivated ticket 10 is also registered, but it is additionally indicated in an information field that the presence of this ticket does not lead to a fee-based registration.
  • the output device for example, a certain number of people
  • Ticket are transmitted so that with a single ticket 10 several people P can take a trip.
  • a display module can additionally be provided on the ticket 10, on the one hand in order to be able to view certain data and states of the ticket 10 as the person using P himself.
  • additional fields in the information units INF2 and INF3 it is also possible to display certain information.
  • the first transmission unit 31 is not switched off after the train has departed. This is preferably done when the individual detection zones of a train each have their own identification and, in particular, no uniform train number can be assigned to these detection zones in accordance with the field COURSE.
  • the arrangement of the transmitting unit 31 and the transmitting / receiving unit 32 is not limited to that according to FIG. 2, but can be adapted to the respective application.
  • the database can itself be arranged in the second transmitting / receiving unit 32. This permits secure registration of the tickets present in a detection zone 22 in the event that the connection to the on-board computer is interrupted. It is also possible that in a compact design of the second transmitting / receiving unit 32, the registered data is transmitted from there via a connection 39 to the remote computer system 36.
  • the database can be coupled to the second transceiver unit on a wireless or wired basis; the arrangement of the database is not limited to the on-board computer 35 or the remote computer system 36.
  • an electronic African ticket 10 used. 6 shows a view of a vehicle 20 that passes a beacon 64.
  • the beacon 64 is formed by a mast 61 and a receiving box 62 fastened to the mast 61 approximately at vehicle roof height.
  • An embodiment of an electronic ticket 10 and an energy supply unit (not shown) are accommodated in the receiving box 62.
  • the ticket 10 sends an information unit INF3 with, for example, a 3% duty cycle.
  • a receiving unit 63 is arranged on the roof of the vehicle 20 and is connected either to an on-board computer 35 or to at least one second transmitting / receiving unit 32.
  • the information units INF3 transmitted to the receiving unit 63 are identified in the fields STATE3 and / or ATTRIBUTES3 in such a way that the POSITION3 specification is provided by the on-board computer 35 or by the second transmission
  • Receiving unit 32 is evaluated as a location and is used for communication with the tickets 10 located in the detection zone 22.
  • a bus system for connecting the wagons to one another cannot always be assumed in railroad trains. As a result, a uniform course number cannot be used or required in all cases.
  • a bus In local transport there is also the problem that a bus usually drives a route several times. Without an additional measure, this would mean that a passenger who, for example, gets off three stops before the end station and gets back on the same bus in the opposite direction after a relatively short time at this stop, would be treated in the same way as a passenger with tickets for which the acquisition could not be carried out correctly, see process steps E1 and E2. This would result in the settlement of the route sections station X - end station - station X.
  • a further embodiment of the invention is explained below with reference to FIG.
  • Fig. 7 In Fig. 7, I, II and III denote three stops and n, (n + 1) and (n + 2) the associated travel sections. With a the arrival (a: arrivee) of a bus 20 and with d the departure (d: depart) are designated. It is assumed that the transceiver units 31 and 32 of the bus 20 are provided as the vehicle number 936. Three tickets with the numbers 101, 102 and 103 were also accepted. In order to avoid the above-mentioned problems of unjustified detection via an end station, the journey sections with a randomly selected starting number are continuously numbered on the vehicle side. This type of numbering is also known under the term “virtual numbering”. According to FIG. 7, these are the virtual numbers n, (n + 1) and (n + 2).
  • the number on the Vehicle 20 stored trip section number changed by a larger value, for example by the value 1089 or -1089.
  • the ticket 102 When getting out at location III, the ticket 102 is "woken up” and receives the information unit INFl. The comparison of the stored trip section number (n-1) with the current number (n + 2) and the determination of the equality of the vehicle number 936 shows that this Ticket 102 has participated in the journey but has not been recorded. Thereupon, the ticket uses the INF3 unit to report its identity and the stored boarding location I to the second transmitting / receiving unit 32 of the vehicle 20. The route section number (n + 1 An upper barrier is provided in this comparison of the travel segments. If this barrier is exceeded in the comparison, this means that a passenger with the ticket got on the same bus again and did not make a "covert" journey.
  • This ticket starts a normal journey from I to III and further.
  • the last location is saved on the ticket as well as on the vehicle side via the bidirectional communication using the information units INF2 and INF3.
  • the section numbering method disclosed above is not limited to trip sections as such, e.g. In a stationary environment, this method can also be applied to time segments, for example with a resolution of 15 minutes, in order to determine the permanent or intermittent presence of a ticket 10 in a detection zone 22.
  • FIG. 8 shows a block diagram of a preferred embodiment of a read / write device 80 which allows certain information to be transferred to a ticket 10 and to read information stored on the ticket 10.
  • the read / write device 80 contains a processor module 86 and a memory module 87, which is divided into a read-only memory and a volatile memory.
  • the Communication to a ticket 10 by means of the transmission of a first information unit INF1 takes place via a modulator 81 and a downstream transmission amplifier 83, to which a loop antenna 85.1 is connected, and a resonance capacitor is also connected in parallel.
  • Data stored in ticket 10 are received by a rod antenna 85.2 and fed to processor system 86 via a reception amplifier 84 and a demodulator 82.
  • the read / write device 80 can have an encryption module 88.
  • the read / write device 80 is preferably connected via a standardized interface 89, for example USB, to a customary personal computer, which in turn is connected to a network. Standardized interfaces such as USB are preferably used, which also allow the write / read device to be supplied with energy.
  • an authorization is obtained from a transport company by means of a data connection to the network, for example by electronic payment, and forwarded to an electronic ticket 10 for transmission. This authorization is called validation.
  • an encryption module 88 is provided in the read / write device, which encrypts the information to be transferred and, if necessary, provides it with an electronic signature in order to authenticate such a ticket 10 Ensure place. With these security measures it is possible that even a private user at home can issue an authorization for an electronic ticket 10. This embodiment is preferably applied to so-called debit card tickets 10. A ticket 10 can also be provided with the identity of the rightful holder using the same method.
  • the structure of a control device 50 corresponds to the structure of the writing / Reading device 80. Both devices allow a particularly simple implementation of the coupling with a ticket 10 in mechanical terms: thanks to the inductive transmission to the ticket 10 and the electromagnetic transmission from the ticket 10, a galvanic coupling is unnecessary.
  • the ticket 10 only needs to be placed or inserted into a small recess in the housing or a simple slot in the read / write device 80 or the control device 50.
  • the information unit INFl to be transmitted can contain the corresponding command in the field "COMMANDl" in the application "to be transmitted authorization". Based on this command, the further fields transmitted with the unit INFl are interpreted accordingly by the processor module 16 of the ticket 10.
  • the battery 19 can be charged via the energy supply module 18 with a rectifier module 97 contained on the ticket 10 in a special embodiment: the voltage generated by the inductive coupling is transformed into a direct voltage in the rectifier module 97 and supplied to the energy supply module 18.
  • an electronic ticket 10 - also called an e-ticket - can be handled like a classic cardboard ticket.
  • This read / write device 80 can also be used by a ticket office.
  • FIG. 9 A further embodiment of the present invention is explained with the block diagram of a ticket 10 according to FIG. 9, an arrangement in a bus 100 according to FIG. 10 and the individual method steps for registration according to FIG. 11:
  • the ticket 10 has a loop antenna 95.1, preferably with a resonance capacitor connected in parallel, which are connected to the processor module 16 via amplifiers 93.1 to 93.5 via two setpoint detectors / demodulators 94.1 and 94.2.
  • the number of amplifiers depends on the circuit requirements and is suitable for the lying invention is immaterial.
  • the two setpoint detectors make it possible to determine the source from which an information unit INF1 was transmitted to ticket 10;
  • the processor module 16 can, after analysis has been carried out, for example of the content COMMAND1, to determine the meaning of the first received
  • this ticket 10 has a modulator and only one transmitter module 96. Depending on the application, an encryption module 98 is also provided on the ticket 10.
  • 3 first transmission units 31 are provided, each with an associated wake-up zone 21 ′ and a reception unit 32 ′ with an associated detection zone 22.
  • a first transmission unit 31 sends a first information unit INF1 to the tickets 10 located in the associated alarm zone 21 'at a fixed or adjustable time interval t REP .
  • the tickets 10 temporarily leave the sleep mode and send an information unit INF3 to the receiving unit 32 'after a random time t RAND ,, t RAKD ,... With the randomly determined time, collisions can largely be avoided but not excluded. However, reliable detection is ensured in that the first transmission unit 31 has a periodicity t._. always wakes up the tickets. Within the bus 100, the wake-up cycles can be staggered by the various first transmission units 31.
  • the processor module 16 can cause a ticket 10 to fall back into sleep mode immediately after an information unit INF3 has been sent.
  • This embodiment of the method according to the invention ensures that tickets 10 with a block diagram according to FIG. 1 and according to the method steps indicated by FIG. 3 are also reliable in this environment with only a second receiving unit 32 ′, ie without a second transmitting / receiving unit 32 be registered.
  • the data storage of the ticket records can in the same way as with the measures disclosed in accordance with FIG. 1 and FIG. 3.
  • the transmission units 31 are preferably activated after the door has been closed and the bus has departed. This avoids registrations that could only be caused by entering and exiting a bus, for example by helping people get on.
  • the ticket 10 according to the invention can also be registered by detection devices at the entrance to a vehicle. These recording devices are of the type of the read / write device 80 described above. This enables the ticket 10 according to the invention and the registration method to be used in a variety of ways.
  • the method according to the invention can also be used for the purchase and billing of comparable services, e.g. as a ticket to a cinema or an exhibition. Often there are various additional chargeable sections in an exhibition. The method according to the invention allows a visitor to visit certain such sections only once without additional payment.
  • the invention can also be used for the surveillance and security of people in certain zones. This may be necessary in systems where an accident can potentially be expected and where the last registered location of a person or the electronic ID card assigned to them can be determined with the aid of the invention, so that rescue workers can search in a targeted manner.
  • the invention can also be used in order to be able to record a movement profile of a person in a highly sensitive area with different zones, for example also for monitoring a person in so-called semi-captivity.
  • the method according to the invention can also be used to monitor objects on a conveying path; Ticket preferably attached to the object in question in a secured manner.
  • the invention can also be used for the generation and evaluation of statistical data, e.g. the occupancy of a train without this procedure also resulting in a chargeable settlement.
  • the invention allows statistical evaluations to be carried out practically in real time.

Abstract

Dans une zone d'entrée (21), ou zone d'activation (21'), un second module émetteur-récepteur (12) se trouvant sur le billet (10) est activé (INF1). Une communication (INF2, INF3) peut ainsi être établie entre une seconde unité émettrice-réceptrice (32) associée à une zone de détection (22) et le billet (10). Lors de cette communication, la présence du billet (10) dans un système à tranches de temps déterminé est constatée et enregistrée. Une détection fiable et à l'épreuve des fraudes de la détection du billet est ainsi garantie. Le procédé et le système d'enregistrement de billets (10) selon la présente invention sont applicables dans les transports publics, dans des expositions et dans des zones à accès limité.
PCT/EP2000/008292 1999-09-10 2000-08-25 Procede et systeme d'enregistrement de billets WO2001020557A1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
JP2001524061A JP3806757B2 (ja) 1999-09-10 2000-08-25 切符を登録する方法とシステム
EP00962381A EP1210693B1 (fr) 1999-09-10 2000-08-25 Procede et systeme d'enregistrement de billets
BR0011533-9A BR0011533A (pt) 1999-09-10 2000-08-25 Método e sistema para o registro de bilhetes
CA002384556A CA2384556A1 (fr) 1999-09-10 2000-08-25 Procede et systeme d'enregistrement de billets
DE50004188T DE50004188D1 (de) 1999-09-10 2000-08-25 Verfahren und system zur registrierung von billetten
AT00962381T ATE252752T1 (de) 1999-09-10 2000-08-25 Verfahren und system zur registrierung von billetten
US10/095,315 US7143049B2 (en) 1999-09-10 2002-03-11 Method and system for registering tickets

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CH1665/99 1999-09-10
CH166599 1999-09-10
CH235299 1999-12-22
CH2352/99 1999-12-22

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US10/095,315 Continuation US7143049B2 (en) 1999-09-10 2002-03-11 Method and system for registering tickets

Publications (1)

Publication Number Publication Date
WO2001020557A1 true WO2001020557A1 (fr) 2001-03-22

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Application Number Title Priority Date Filing Date
PCT/EP2000/008292 WO2001020557A1 (fr) 1999-09-10 2000-08-25 Procede et systeme d'enregistrement de billets

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EP (1) EP1210693B1 (fr)
JP (1) JP3806757B2 (fr)
AT (1) ATE252752T1 (fr)
BR (1) BR0011533A (fr)
CA (1) CA2384556A1 (fr)
DE (1) DE50004188D1 (fr)
DK (1) DK1210693T3 (fr)
ES (1) ES2204686T3 (fr)
PT (1) PT1210693E (fr)
WO (1) WO2001020557A1 (fr)

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EP1089237A1 (fr) * 1999-10-01 2001-04-04 Siemens Aktiengesellschaft Procédé et dispositif pour faire fonctionner des lecteurs pour cartes à puces pour transport urbain
EP1221680A1 (fr) * 2001-01-09 2002-07-10 Häni- Prolectron AG Méthode pour la facturation d'un service par enregistrement d'un ticket
EP1235188A1 (fr) 2001-02-21 2002-08-28 Häni- Prolectron AG Méthode d'enregistrement de tickets
EP1286311A1 (fr) * 2001-08-17 2003-02-26 Siemens Transit Telematic Systems AG Methode et système pour reconnaítre des signaux réveillants
WO2003017207A1 (fr) * 2001-08-17 2003-02-27 Siemens Transit Telematic Systems Ag Procede et circuit de reconnaissance et de selection de telegramme de reveil
EP1327961A1 (fr) * 2002-01-14 2003-07-16 Siemens Transit Telematic Systems AG Procédé d'enregistrement de tickets utilisant des zones de tranche temporelle et des télégrammes de conteneur
EP1619602A1 (fr) * 2004-07-24 2006-01-25 Siemens VDO Automotive AG Procéde d'enregistrement de tickets et ticket électronique correspondant
DE10163127B4 (de) * 2001-12-20 2009-02-26 Klaus Posner Erfassung und Verarbeitung von Daten in einem Verkehrsnetz
DE102006015237C5 (de) * 2006-03-30 2009-06-25 Db Systel Gmbh Verfahren zur Registrierung von Fahrgast-Reisen in Verkehrsmitteln mittels eines Trägermediums für elektronische Tickets
EP2733676A1 (fr) * 2012-11-14 2014-05-21 Siemens Schweiz AG Procédé et système contre les manipulations pour les systèmes de billetterie électronique
EP2835787A1 (fr) * 2013-08-06 2015-02-11 Skidata Ag Système de détection de supports clients comprenant un émetteur-récepteur RF dans un moyen de transport public
EP2835786A1 (fr) * 2013-08-06 2015-02-11 Skidata Ag Procédé de détection continue de la présence d'une personne dans un moyen de transport public
EP3518165A1 (fr) * 2018-01-24 2019-07-31 Siemens Mobility AG Procédé de détection anonyme du bénéfice d'une prestation facturable par un abonné

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WO2005091890A2 (fr) 2004-03-05 2005-10-06 Seknion, Inc. Procede et dispositif permettant d'assurer la securite dans un reseau sans fil
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DE102009023476B4 (de) 2009-06-02 2011-05-26 Db Systel Gmbh Verfahren zur Registrierung von Fahrgast-Reisen in Verkehrsmitteln mittels eines Trägermediums für elektronische Tickets
EP2280369A1 (fr) 2009-07-08 2011-02-02 Siemens Schweiz AG Procédé et système de localisation d'une étiquette RFID
DE102011012061B3 (de) 2011-02-23 2011-11-17 Db Systel Gmbh Verfahren zur Registrierung von Fahrgast-Reisen in Verkehrsmitteln auf einer mindestens einen Streckenabschnitt zwischen einem ersten und einem zweiten Ort umfassenden Wegstrecke zwischen einem Startort und einem Zielort mittels eines in einem Trägermedium für elektronische Tickets generierten Anmelde-Datensatzes
DE102012101638A1 (de) 2012-02-29 2013-08-29 Rainer Söllner Verfahren und System zur Übermittlung von Verkehrsmittel-/Fahrstreckendaten in einem Verkehrsmittel an ein Mobilfunkgerät und zur Ermittlung von abrechnungsrelevanten Daten
ES2536118T3 (es) * 2012-06-22 2015-05-20 Siemens Schweiz Ag Procedimiento y sistema de localización de un billete electrónico en un medio de transporte
DE102012014760A1 (de) 2012-07-26 2014-01-30 Db Systel Gmbh Verfahren zur Registrierung von Fahrgast-Reisen in Verkehrsmitteln zwischen einem Start- und einem Zielort mittels eines Trägermediums für elektronische Tickets
EP2706495A1 (fr) * 2012-09-05 2014-03-12 Siemens Schweiz AG Récepteur de référence pour signal d'activation pour des systèmes de billetterie électronique
EP2814001A1 (fr) * 2013-06-14 2014-12-17 Siemens Schweiz AG Procédé et système contre les manipulations pour les systèmes de billetterie électronique
EP2835782A1 (fr) * 2013-08-06 2015-02-11 Skidata Ag Procédé et système de mise à disposition de services liés à un lieu
CH708466B1 (de) 2013-08-26 2017-03-15 Albis Tech Ag Vorrichtung und Verfahren zum Erfassen eines kundenspezifischen Bezugs von Dienstleistungen eines Dienstleistungssystems.
EP2871614A1 (fr) * 2013-11-08 2015-05-13 Siemens Aktiengesellschaft Procédé d'enregistrement de tickets électroniques en excluant des tickets électroniques voyageant en parallèle
EP2945127A1 (fr) 2014-05-14 2015-11-18 Siemens Schweiz AG Procédé et dispositif de collecte de tarifs dans des véhicules de transport public
EP3388992A1 (fr) 2017-04-12 2018-10-17 Trapeze Switzerland GmbH Système automatisé de validation de paiement et de collecte de frais de transport, notamment pour des applications de transport public
EP3474220A1 (fr) * 2017-10-23 2019-04-24 Siemens Schweiz AG Procédé de détection d'un service de transport devant être débité pour un passager dans un moyen de transport
CN114999038B (zh) * 2022-05-16 2023-07-21 广州新科佳都科技有限公司 一种闸门控制方法、装置、计算机设备及存储介质

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Publication number Priority date Publication date Assignee Title
EP1089237A1 (fr) * 1999-10-01 2001-04-04 Siemens Aktiengesellschaft Procédé et dispositif pour faire fonctionner des lecteurs pour cartes à puces pour transport urbain
EP1221680A1 (fr) * 2001-01-09 2002-07-10 Häni- Prolectron AG Méthode pour la facturation d'un service par enregistrement d'un ticket
WO2002056237A2 (fr) * 2001-01-09 2002-07-18 Siemens Transit Systems Ag Procede de facturation d'une prestation correspondante
WO2002056237A3 (fr) * 2001-01-09 2003-05-30 Siemens Transit Systems Ag Procede de facturation d'une prestation correspondante
EP1235188A1 (fr) 2001-02-21 2002-08-28 Häni- Prolectron AG Méthode d'enregistrement de tickets
EP1286311A1 (fr) * 2001-08-17 2003-02-26 Siemens Transit Telematic Systems AG Methode et système pour reconnaítre des signaux réveillants
WO2003017207A1 (fr) * 2001-08-17 2003-02-27 Siemens Transit Telematic Systems Ag Procede et circuit de reconnaissance et de selection de telegramme de reveil
DE10163127B4 (de) * 2001-12-20 2009-02-26 Klaus Posner Erfassung und Verarbeitung von Daten in einem Verkehrsnetz
WO2003058560A1 (fr) * 2002-01-14 2003-07-17 Siemens Transit Telematic Systems Ag Procede d'enregistrement de billets au moyen de zones a fentes et de messages a conteneur
EP1327961A1 (fr) * 2002-01-14 2003-07-16 Siemens Transit Telematic Systems AG Procédé d'enregistrement de tickets utilisant des zones de tranche temporelle et des télégrammes de conteneur
EP1619602A1 (fr) * 2004-07-24 2006-01-25 Siemens VDO Automotive AG Procéde d'enregistrement de tickets et ticket électronique correspondant
US7222788B2 (en) 2004-07-24 2007-05-29 Siemens Vdo Automotive Ag Method for registering tickets and electronic ticket
DE102006015237C5 (de) * 2006-03-30 2009-06-25 Db Systel Gmbh Verfahren zur Registrierung von Fahrgast-Reisen in Verkehrsmitteln mittels eines Trägermediums für elektronische Tickets
EP2733676A1 (fr) * 2012-11-14 2014-05-21 Siemens Schweiz AG Procédé et système contre les manipulations pour les systèmes de billetterie électronique
EP2835787A1 (fr) * 2013-08-06 2015-02-11 Skidata Ag Système de détection de supports clients comprenant un émetteur-récepteur RF dans un moyen de transport public
EP2835786A1 (fr) * 2013-08-06 2015-02-11 Skidata Ag Procédé de détection continue de la présence d'une personne dans un moyen de transport public
US9251391B2 (en) 2013-08-06 2016-02-02 Skidata Ag Method for continuous detection of a persons presence on public transportation
US9378401B2 (en) 2013-08-06 2016-06-28 Skidata Ag System for the detection of customer media comprising an RF transceiver in a public transport conveyance
EP3518165A1 (fr) * 2018-01-24 2019-07-31 Siemens Mobility AG Procédé de détection anonyme du bénéfice d'une prestation facturable par un abonné

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BR0011533A (pt) 2002-05-07
PT1210693E (pt) 2004-03-31
DK1210693T3 (da) 2004-02-16
EP1210693B1 (fr) 2003-10-22
CA2384556A1 (fr) 2001-03-22
EP1210693A1 (fr) 2002-06-05
JP2003528364A (ja) 2003-09-24
ES2204686T3 (es) 2004-05-01
DE50004188D1 (de) 2003-11-27
ATE252752T1 (de) 2003-11-15
JP3806757B2 (ja) 2006-08-09

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