WO2006074738A1

WO2006074738A1 - Method and device for detecting payments in public transport

Info

Publication number: WO2006074738A1
Application number: PCT/EP2005/012106
Authority: WO
Inventors: Siegfried Holz
Original assignee: Db Systems Gmbh
Priority date: 2004-12-30
Filing date: 2005-11-11
Publication date: 2006-07-20
Also published as: SI1839269T1; EP1839269A1; DK1839269T3; EP1839269B1; DE102004063600B4; ATE548714T1; DE102004063600A1

Abstract

The invention relates to a method and to a system which detects and calculates payments for a journey from a start point to a destination carried out by passengers on public transport using systems for registering passengers in electronic ticket systems by means of chip cards. The aim of the invention is to prevent the check-out process which is currently required and to maintain the plurality of ticket types, for example, season ticket and multi-journey card . Simultaneously, said method and/or system must also allow a base calculation for all transport services which is calculated by the various transport means combined with the OPNV system. The defined journey of the passenger in the line network must be able to be re-read by the various operators of the transport means for the calculated distribution. This is achieved according to said invention by virtue of the fact that a data element (journey characteristic) which clearly identifies the journey or each passenger is produced, a time stamp which reproduces the first registration point of the journey of the passenger, in addition to a location stamp which reproduces the spatial location of the first registration process of the journey, are triggered by one or each passenger during the initial access to the journey with the transport means in a detection device which is associated with said transport means. After the successful production thereof, said data element and the associated time and location stamp are integrated into a first detection device in a registration data set which is to be registered. Said data set and the associated time stamp are transferred to a storage medium which is associated with the passenger. During a second or additional registration of the passenger during the journey when entering a second or additional means of transport, respectively a second or additional registration data set is set and stored in a detection device which is associated with a second or additional registration data set. Said second or additional registration data set contains the journey characteristic provided with the initial registration of the journey.

Description

Method and device for recording service charges for travel on public transport

The invention relates to a method and a system for the collection and billing of service charges for the travel carried out by passengers in public transport from a start to a destination using systems for registering passengers in electronic ticketing systems by means of smart cards.

The use of contactless smart cards as public transport tickets is widely used internationally (eg in London and Hong Kong). Various solutions have been implemented, all of which have arisen under the condition that at least in the area of the stops of urban metro systems barrier systems or barrier systems for the access or departure of the passengers are installed, the only then the access to the platform area or release to the means of transport if the validity of the electronic ticket ("e-ticket") stored on the chip's microchip has been established. Another characteristic feature of many such systems is that both the electronic ticket ("e-ticket") and an electronic purse ("e-purse") are present on the chip card used. When accessing the transport system, the passenger is required to hold his smart card in front of a so-called smart card reader and to carry out the so-called "check-in" procedure. The system will automatically validate an electronic ticket on the chip card and pay for it with the money available on the "e-purse", provided that sufficient funds are available on the "e-purse". Otherwise the dissolution of the "e-ticket" will be denied and the barriers will not be opened. This "e-ticket" corresponds in many systems to the tariff ticket for a single journey, which represents the highest fare in relation to this access point of the traffic system. This automatically ensures that the passenger can drive with a valid ticket to the outermost network point of the line network. If he already leaves the traffic system at a network point closer to the original access point, for which a tariff-based ticket would have been more favorable, this is determined during the system-related "check-out" procedure. This check-out process includes a deregistration of the passenger from the electronic power recording system of the respective transport company. The monetary difference between the automatically charged at check-in maximum fare ticket and the actual necessary ticket is back to its "e-purse" back. Examples of this are reports on the "Check In - Check Ouf System" planned in the Netherlands, such as "Dutch first use e - ticketing in public transport on a national scale" (Kok, Jeroen, eurotransport, Issue 2 / 2004, page 35 ff.) As well as "smartcard instead of stripping" kaart "(Amling, Stephan / Kunnemann, Peter / Rumpke, Christian; International Transport; Issue 5/2004; page 215 f.).

For complete coverage of both the entering into the traffic system and the descending from the traffic system passenger flows such systems, of course, correspondingly require extensive accompanying structural measures, which are often difficult or impossible to implement, especially in already existing facilities.

EP 1 187 072, for example, discloses a system for automatic fare collection, in which a first registration record is created on check-in in a means of transport and additional data records pass through subway stations or transfer stations, on a data carrier of the passenger collected and fed when leaving the transport system during a check-out process to an evaluation station. This station determines from the waypoints stored on the data carrier the fare and is at check-out the passage for the passenger through an inventively provided lock only then released when the payment of the fare is ensured. The requirement associated with this system concept of a separate check-out process at corresponding locks is not feasible in many European transport systems for structural reasons. A waiver of the check-out is in turn the concept of EP 1 187 072 not possible, otherwise no price calculation and collection is possible. Thus, the idea of EP 1 187 072 is not transferable to a large number of European transport systems. Furthermore, EP 1 187 072 provides for the transmission of the ticket ID to the evaluation system. This is at least incompatible with the data protection regulations in force in Germany, since this means that in the evaluation system a direct assignment between the recorded course of the journey and the user is unavoidable.

As an alternative to such "check in - check out" systems, "Be In - Be Out" systems (BIBO) are considered, where after departure of a means of transport from a bus stop, all smart cards in the means of transport are switched by means of an electronic " Wake-up call "and assigned to the awakening vehicle by means of an electronic stamp. From a systemic point of view, such a BIBO system is primarily for use in systems that are less line-oriented (usually the above-mentioned CICO systems are used), but rather are more oriented in the area, such as regional bus networks. However, BIBO systems require device technology with space detection in all vehicles and therefore generate extremely high system costs. For this reason, a project recently launched comprehensive introduction of a BIBO system in Switzerland had the goal, despite technical functionality for cost reasons without result broken off. Nevertheless, the "intermobil" flagship project of the German Federal Ministry of Education and Research (BMBF) plans to create such a BIBO system in the regional area of the transport association Oberelbe / Dresden (WO) they are still not financially viable for large-scale applications, or prone to errors in technical and operational processes.Also, there are often problems with the reliable detection of the "Be Out" state.

The state of the art currently achieved with CICO or BIBO systems is summarized, for example, in "Full Drive Ahead" (Schauer, Andreas, RFID Forum, Issue 5/2004, page 24 ff.).

In contrast to most international traffic systems, Germany's transport associations have for decades preferred to use so-called "season tickets." These tickets allow the passenger free use of all means of transport within a spatially limited region during the validity period of the season ticket In German traffic associations, these are frequent use of "train tickets" (or multi-trip tickets), which are part of a ticket validated to become a valid ticket entitlement.These multi-trip tickets can usually be used for 5 or 10 single journeys are bought in advance at a newsstand, for example, and can then be stored at home until you want to take a ride on public transport If you undertake a journey with changes, this ticket only has to be validated in the first means of transport The ticket will be valid in the following means of transport until the destination stop is reached. The destination stop must be reached by the passenger in a collectively specified maximum period of time. This period of time is such that this is also possible in trouble-free operation with the scheduled journeys.

These types of tickets are considered "exotic" by international standards, as they are not widely used abroad, so most of the realized approaches to electronic ticketing do not take this type of ticket into account. Form the basis for the high acceptance and good usage behavior of public transport in Germany, Switzerland and Austria. In addition, it has become common practice in these countries for passengers to initially have free access to the means of transport in public local passenger transport and to show their driving authorization only in the case of random random checks. Technical systems that require active check-in and check-out of passengers when using a mass transit system are therefore not accepted in Germany. In particular, the check-out is perceived as annoying by the users and in many cases also incorrectly handled or forgotten, which naturally leads to erroneous and excessive to the detriment of the passenger accounts. Customer satisfaction and loyalty can be permanently damaged by such systems.

In addition, in particular, the time cards for the transport operators with regard to debt collection and management by far the cheapest form of transport is.

These tariff peculiarities of the transport associations, which are widespread in the German-speaking countries, together with the technical and operational restrictions of the BIBO and CICO systems, are regarded as the main reason for the rather sluggish introduction of electronic ticket systems compared to other countries (see Wergeis, Klaus, eurotransport Issue 3/2004, pp. 13 ff.) The currently known systems for electronic ticketing are not compatible with various types of tickets introduced by German transport associations and indispensable for revenue and are too restrictive in terms of the permissive transitions between the various means of transport within the network, which are characteristic of the business idea of transport associations.

The invention is based on the object of providing a method and a system for recording and billing of service charges for the journeys made by passengers in public means of transport from a start to a destination using systems for registering passengers in electronic ticket systems by means of chip cards which allows for a waiver of the customer-unpleasant or annoying check-out process and allows the retention of the "season ticket" and "multi-trip ticket" ticket types. At the same time, however, the procedure or system must provide a basis for the clear billability of all transport services provided by the different transport service providers in the context of the public transport system. The specific travel behavior of passengers in the line network must be determined for the purpose of fair revenue. distribution between the various operators of the means of transport remains comprehensible. Nevertheless, sufficient anonymity of the user must be ensured during the evaluation.

This object is achieved in conjunction with the preamble of claim 1 according to the invention in that

■ by the or each passenger at a first time in the course of the journey in one of the means of transport in a means of transport associated detection device, the generation of a travel of the or each passenger uniquely identifying the data element (travel identifier), a time stamp that this in Course of the passenger's first registration time, as well as a local stamp, which reflects the spatial location of the first registration process in the course of the trip, are triggered,

^■ after data has been generated, this data element and the associated time and place stamps are integrated into a first data record to be stored in the acquisition device,

^■ this data element and the associated time stamp are transmitted to a storage medium associated with the passenger,

^{In the} case of a second or further registration of the passenger when entering a second or further means of transport in the course of the journey, a second or further registration record is created and stored in a detection device belonging to the second or further means of transport further registration record that contains the travel registration created during the first registration. In this way, it is generally possible to record data sets which are editable in a downstream technical system which dispenses with the active participation of the passenger in a means of transport (for example, public transport), such that On the basis of this processed data, the travel behavior of the passengers can be reconstructed with great accuracy after the trip has been completed and used for billing purposes - especially for the purpose of distributing revenue to the operators of the means of transport. By means of the travel identifier assigned to him according to the invention, it becomes possible for the passenger to leave a trail of automatically evaluable registration data records in the electronic ticket system in the course of his journey. The documentation of each individual journey section of a passenger journey interspersed with any number of transfer operations is provided in a central evaluation instance (IT center of the transport network) the respective exact place of entry of the passenger for a subsequent to a transfer process new journey section. This forms the basis for a recursion procedure based on this, which determines from the point of entry the exit point of the section of road ahead in the course of the passenger journey. Although at transfer stops, especially in urban line networks, a large number of possible transfer routes exists (and is also used by the passengers in an unpredictable, "chaotic" manner), each individual service can be used with the aid of the inventive method for data collection and processing Since such transfer processes are not individual events but rather mass phenomena in an overall view, the data collected and processed in accordance with the invention can also be subjected to statistical analyzes Data of the evaluation instance emerged passenger journey 1, which is composed for example of a chain of driving sections 1A, 1 B, 1 C, to extract at least one analog passenger journey 2 from the database, in each of which the opposite directions of mentioned passage They are represented in the series 2C, 2B, 2A. The exact frequency distribution of the starting journeys 1A of a passenger journey 1 relative to all stops at which such type 1A travel can be started are used as an estimation distribution in order to avoid the exit stops of the travel sections 2A of the typical passenger journey 2 which are not covered according to the invention Determine accuracy.

This detection accuracy is made possible with the method according to the invention without having to expect the passenger to perform a "check out" procedure, which can also significantly improve the accuracy of the revenue distribution compared with the current state without a "check-in check". Out "system with its disadvantages related to the structural conditions of most traffic stations in Germany or the user habits must be introduced.At the same time can be dispensed with the still necessary separate measurements and surveys to determine the flow of travelers.

In this context, "journey" is understood to mean the passage of a route from a first start stop to a last destination stop, which may include several transfer operations and thus several "journey sections". From the knowledge of the local and time-accurate registration data of each individual journey section, the location and / or time information of the exit can be reconstructed for the journey section immediately preceding in the course of the same travel procedure become. The location and time information of the exit for the last and concluding in the course of a journey section are reconstructed using stochastic methods known per se from the total amount of recorded registration records. The distinction as to when an interchange should be considered to be a new "voyage" is regulated by the fare conditions applicable to the voyage.Usually, most fare conditions stipulate that upon leaving one, the location and / or time of travel commence applicable range of entry of a new, separately billable trip is present.

An advantageous embodiment of the inventive idea provides that the journey of the or each passenger uniquely identifying data element (travel identifier) is formed from a unique numeric device identifier of the detection device and a unique identifier for each performed on this detection device sign-on. In addition thereto, it is proposed that the unique identifier of each logon process on a logging device be formed from a numerically incremented incremental value with each logon process performed on this logger device. This is a very simple way to achieve a clear distinction of the different travel identifiers. With simple means, this feature allows a sufficiently large supply of identifiers to be identified, so that even highly frequented detection devices can be used for extended periods of time, e.g. Do not create duplicate identifiers for one year. The also possible and widespread use of random number generators can not guarantee this security of not generating a duplicate travel identifier over a sufficiently long period of time.

According to the invention, it is further provided that the timestamp of the first registration process during the travel course during a second or further registration of the o each of the passengers in a second or further means of transport by the detection device assigned to this second or further means of transport is read from the storage medium and a comparison with the supplied in the detection device at the time of the second or further registration present time stamp. This is the basis for a functional extension of the basic inventive concept, according to which, in the case of a deviation of the time stamp present in the detection device at the time of the second or further registration from one with respect to the time stamp a new travel identifier generated by the detection device in the first course of the first registration process, a new travel identifier is integrated into a new registration record to be stored in the acquisition device and transmitted to the passenger's storage medium, wherein the data element of the storage medium containing the previous travel identifier with the new Travel ID is overwritten. Thus, the method according to the invention makes it possible to check the maximum permissible travel times provided for in many tariff conditions for journeys in the direction of a specific destination. In case of deviations from this specification, the invention provides for the creation of a new travel identifier, whereby a new, separated with the passenger separated from the previous transport process promotion process is initiated.

In addition, it is advantageous if, when generating one or each log-on data record in the detection device of a means of transport, data elements are created for unambiguous identification of the direction of travel and line number of the means of transport, integrated into the log-on record and transmitted to the storage medium assigned to the passenger and in the case of a respectively subsequent log-on procedure, a comparison with the data element present in the logging device at the time of the subsequent log-on procedure in order to uniquely identify the direction of travel and the line number of the means of transport.

This is a prerequisite for an embodiment of the invention, according to which the direction of travel and line number of predefinable value ranges present in the registration device at the time of the second or further registration deviate from the predefined registration periods in relation to the direction of travel and the course of the line Define permitted transfer relationships, generates a new travel identifier by the detection device, integrated into a new registration record to be stored in the acquisition device and transferred to the passenger's storage medium, the data element of the storage medium containing the previous travel identifier being overwritten with the new travel identifier. In this way, it is possible that newly settled travel transactions are recognized not only after the expiry of a maximum allowable travel time but also at the start of tariff unauthorized trips and created in a data-technically evaluable form. Such inadmissible transfer links are mostly trips in the opposite direction. The invention further provides that in the generation of one or each log record in the detection device of a means of transport a data element for unique identification of the ticket type and operator of the means of transport is created and integrated into the logon record. The existence of a data element characterizing the operator of the means of transport facilitates the evaluation of the data sets created in accordance with the invention with regard to the distribution of the revenue generated in the transport network to the various operator companies. Of course, it is possible in an equivalent manner to carry out the identification of the operating company in an evaluation system downstream of the detection system according to the invention by means of fixed assignment tables from the data elements for recording the line number provided according to one embodiment of the invention.

It is of particular advantage if a data element containing a validity feature for identifying a successful application of the log-on data set in the recording device is exchanged between the detection device and the storage medium of the passenger. Such a validity feature, which is created in the course of a successful registration process of the passenger in the transport and deposited on the storage medium of the passenger can be used for control purposes while driving. This validity feature can be determined by a central on-board device of the means of transport at the beginning of a mission for a defined route and direction - for example, with the aid of a random number generator - and distributed to the detection means associated with the transport.

In this context, the invention further provides that as a validity feature a generated with on-board devices of the transport random number of each of the respective means of transport associated detection device after successful application of the log-record transmitted to the storage medium of the registering passenger and on each one the transmitting detection device and / or the display associated with the receiving storage medium is displayed. In this way it is possible for the passenger to convince himself by matching both displays (on the recording device and on the storage medium) of a properly completed logon process. Of course, other types of acknowledgment signals are also possible within the scope of the method according to the invention, which make lower demands on the active participation of the passenger. For example, the flashing of an optical or the sounding of an acoustic acknowledgment signal is mentioned. Finally, the inventive concept proposes that the registration data records generated and stored in the acquisition devices are transmitted to a central authority for evaluating the paths traveled by the or each passenger in the various modes of transport and that the login data records are in the central evaluation entity in order to determine the journeys made by the passengers in different means of transport, in a first method step according to the journey identifier and in a second method step, all data records assignable to the same travel identifier are sorted according to time stamps. The transmission to the central evaluation entity can take place, for example, by a vehicle on-board device which reads out the new registration data records present in the registration devices belonging to the respective vehicle at predeterminable time intervals or at predeterminable times and collects them by radio data transmission to the central evaluation entity transfers. In the evaluation instance, the data records are prepared, whereby the chain of individual travel sections traveled by the passenger is reconstructed for each assigned travel identifier. Each second and subsequent log-on record during a journey is treated recursively as a check-out record of the respective immediately preceding travel section. The collected registration data records are prepared by the method according to the invention in such a way that the point in time and location of the last travel section in the course of a journey can be determined by means of a stochastic method, which however is not the subject of the present invention.

The invention further comprises a system for the collection and billing of service charges for the journeys made by passengers on public transport from a start to a destination using systems for registering passengers in electronic ticketing systems by means of chip cards, which devices

^■ to record a current time and position of the means of transport,

^■ for reading a query of a journey of the passenger from a start to a destination characterizing data element (travel identifier) and of

Data elements containing the time of generation of time-prior log-on records from a storage medium carried by the or each passenger,

^■ for carrying out a temporal validity comparison of the data read out from this storage medium with respect to the time currently available in the device, ■ for creating a new travel identifier and transferring it in write access to the storage medium of the passenger,

■ for the creation and storage of log-on records containing the travel code, the current time and place stamps for the registration of the passenger, a license plate for the operator of the means of transport and a license plate number plate,

■ as well as the or each passenger is associated with a read-write access memory device arranged in the means of transport on which a data element (travel identifier) characterizing a journey of the passenger from a start point to a destination point

Date of first generation of this travel identifier descriptive data element can be stored includes.

The invention further provides that

^■ in the or each means of transport means for detecting current line number and direction of the means of transport, for creating and storing line number and direction of the vehicle containing registration records, for querying the line number and direction of previous log-data containing data elements of one or the other

Passenger carried storage medium and to make validity comparisons between the current and requested from the storage medium line numbers and directions,

^■ and on the storage medium at least one of the detection devices by read and write access contactable, direction of travel and line number of the means of transport descriptive data element are provided. With the help of this feature, the invention allows a check against travel routes of the passenger, which are defined in the tariff rules of most transport associations as inadmissible. The storage and cross-checking of the line number and direction of the first log-on procedure in the course of a passenger journey makes it possible to check whether the passenger turns a circular route or a detour route during transfer operations. The storage and the cross check of line number and direction indication of the last in the course of a passenger journey (ie current for the current section) registration process allows the check whether the passenger embarks a transfer in the opposite direction during transfer operations. Both circular and detour trips as also trips in the opposite direction are usually inadmissible with single tickets and require the release of an additional ticket.

In addition thereto, it is advantageous if the storage medium has a predefined number of permissible journeys designating data element, which is reduced by write access of the detection device by one unit at each sign-on process in which the detection device a new travel identifier is generated , In this way, the provision of an electronic ticket, which allows a predefined plurality of trips, feasible.

The invention further provides that the storage medium has a data element for storing a validation feature exchanged between the detection device and the storage medium of the passenger in order to identify a successful application of the registration record in the detection device. Thus, mobile control devices can be provided, which read this data element and perform a verification with regard to the proper detection of the traveler in the system according to the invention.

According to a meaningful addition, the storage medium has a device for optical plain text display of the content of the data element containing the validity feature and a device for optical plain text display of the content of the assignable with a predefinable number of permitted travel data element. This allows a self-control of the passenger whether the registration process carried out by him has been successful.

Specifically, in this context, the invention provides that the storage medium allocated to the or each passenger is a smart card provided with an antenna for the wireless exchange of data with the means of transport associated with the means of transport and with an optical display for displaying 7-segment digits equipped with RFID (Radio Frequency Identification) functionality equipped mobile device

An expedient embodiment is that in or on the or each means of transport devices for transmitting the registration records are provided to a central authority for the evaluation of the distance covered by the or each passenger in the various modes of transport. This central authority can For example, form a vehicle on-board unit, which reads out in predeterminable time intervals or at predeterminable times the present in the respective vehicle detection devices present new login records and collects data transmits to the central evaluation instance. The evaluation instance is used to process the data records, the chain of individual travel sections covered by the passenger being reconstructed for each assigned travel identifier. During the course of a journey, the evaluation entity treats each second and further log-on record as a check-out record of the immediately preceding travel section and determines the time and location of the last travel section in the course of a journey by means of a stochastic method, which, however is not the subject of the present invention.

The inventive concept is illustrated in the following figures. The figures show: FIG. 1 overall system FIG. 2 structural structure contained on the storage medium

data elements

Figure 3 structural structure of a login record

FIG. 4 Structural design of the operating data held in the recording device FIG. 5 Program sequence of the registration method

Figure 6 public transport network with typical passenger travel

FIG. 7 Reconstruction of the exit stop of a journey in the course of a passenger journey on the basis of the entry stop after a transfer operation

FIG. 8 Reconstruction of the exit stops for a group A of FIG

Passenger travel based on the relative frequency distribution of the boarding stops of an analog group B of passenger travel of the opposite direction in the network

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

As shown in FIG. 1, the ticket system according to the invention consists of a storage medium (11) which can be designed as a contactless chip card or as a mobile radio device (mobile phone) which is equipped with an additional function for receiving RFID technology. The chip card has on its surface two display Fields on which numbers can preferably be represented as 7-segment numbers. These numbers appear on the displays of the smart card only when the smart card is in the range of the induction field of a detection device (12). On the display field (113), the validity identifier (1231) always appears when the passenger has successfully logged on with his smart card (11) to a detection device (12). On the display field (114) appears in the memory of the smart card located number of trips (1156), which can still be used for tariff transportations in the network, such as a transport network. The chip card further has an antenna (111), as standard part of a contactless chip card, a CPU (112), run in the necessary processes for the operation of the chip card and a data memory (115) in which various rewritable data elements can be stored. If the storage medium is a mobile radio device with additional RFID function, the displays (113) and (114) appear with their respective numerical values to be displayed on the usual display field of the mobile radio device. CPU, antenna and data memory are then integrated into the RFID additional functions of the mobile device.

The detection device (12) largely corresponds to a known smart card reader, as is commonly used in conventional ticket systems with contactless chip cards. It has an antenna (121) and a CPU (122) via which the radio communication (14) with the mentioned storage media (11) can be controlled. The detection device (12) is equipped so that it can communicate simultaneously with a plurality of storage media (11). This ensures that even with large crowds of passengers in front of a detection device fast clearance of each storage medium can be performed. Therefore, the technology according to ISO 14443 A is used for establishing the radio connection. A new additional function of the detection device according to the invention represents the display field (123) on which the validity identifier (1231) is displayed. This is before the start of a means of transport for making a scheduled journey on a public transport line in a particular direction - selected, for example by random function from a number series from 0 to 99 - and displayed there during the journey of the transport to the last stop of the line.

This prevents passengers from being able to prepare their chip card with this validity code at home in order to fool the ticket inspectors of the transport association. Namely, the validity flag satisfies the function in the invention Ticket inspectors to be able to prove that you have registered his storage medium (11) on which an e-ticket (1151) is collectively on the acquisition device (12). Every passenger is obliged to register with his storage medium (11) on a recording device (12) immediately after entering a means of transport. He is also obliged to make sure that this registration process of his e-ticket could also be completed correctly in the acquisition device. To make this personal check easy, the validation identifier (1231) is sent from the capture device (12) to the storage medium (11) after the login process has been successfully completed. The validity identifier (1231) then appears on the display (113). The passenger compares the numerical validity code displayed on his storage medium (11) with the number on the display (123) of the recording device: if the content of both displays is identical, the registration process was successful. The passenger is now in possession of a valid ticket for this journey. The validity identifier (1231) is non-volatile stored on the storage medium (11), so that by means of mobile readers a check of the proper log-on state of the storage medium (11) can be made. This can be done, for example, in the form of random ticket checks. A battery buffering of the storage medium (11) is not necessary for this, since the activation takes place by means of an induction field emanating from the mobile reading devices.

Each detection device (12), which is used in the means of transport of a transport association, has a unique identification number (12411). This number will be assigned accordingly by a computer center (13). This number (12411) is the one part of a travel identifier (1241) that is re-assigned to a capture device (12) each time a new passenger trip logs in. The second part of this trip identifier consists of a counter value (12412) which is incremented by the CPU (122) incrementally with each new corresponding sign-on service. FIG. 3 shows the structural design of a logon record generated according to the invention.

The two values (12411) and (12412) generate via a chaining (concatenation) the numerical value of the travel identifier (1241), which is used to uniquely identify a passenger journey in the public transport network. Such a passenger journey can be a direct trip, ie a journey in which the passenger does not have to change on the way to his destination, or a passenger journey with one or more transfer operations. Also travel on different Lines in the line network are assigned the same trip identifier (1241) in the login records of the individual trip sections. This makes it possible to use the registration records at a later date in the computer center (13) again for the reconstruction of the original passenger journey.

In order for the registration method shown in FIG. 5 to be carried out in the CPU (122), operational data for the journey of the means of transport are initially stored in a data memory (125) and constantly updated. Figure 4 illustrates the structural design of the operational data held in the logger (12). Each vehicle belongs to a particular carrier (1251) which provides the current scheduled trip while a passenger is traveling with their e-ticket at the logger (12) logs. In the registration record (124) generated thereby, this identifier of the transport company

(1251) in order to allow for later billing options for passenger travel per carrier. The data memory (125) also contains the current line number with direction indication (1252). The content of this data memory is always changed or updated when the means of transport terminates at a final stop of a public transport line on this line with direction indication and a new scheduled journey on another line or in the opposite direction on the same line performs.

The data memory (125) also contains a data group (1253), in which for each transfer stop, on the line currently being traveled with the direction of travel

(1252), in each case three value ranges (12531, 12532, 12533) are stored. With the aid of these three value ranges, it can be systematically determined during the registration process whether the journey section for which a passenger is currently registering is still continuing the journey (usually after a transfer operation or after a transfer) short break), or whether this is the beginning of a new passenger journey. These three domains define the conditions that apply at the location of this current sign-up process for the acceptance of collectively authorized transfer links. If the criterion of acceptance is not met, the system-based creation of a new travel identifier, which marks the beginning of a new passenger journey. Using the data memory (125), the detection device (12) subjects the relation between a feeder line running to the transfer location in the course of a transfer operation of the passenger and a pick-up line of a permissibility check outgoing from the transfer location. If there is no exclusion criterion (ie the passenger has behaved in accordance with the tariff conditions during the changeover and continues his journey in the direction of a destination), the system does not create a new travel identifier and transfers it to the storage medium (11) but instead the creation of a new logon record with retained travel ID takes place. The passenger thus consumes no new ticket, but the previous applies. This control function is guaranteed over the value range (12531). The following overview (Table 1) shows an example of the tabular representation of such a value range with the transfer relationships permitted at a transfer stop:

Table 1 shows this range of values for the transfer station II shown in Figure 6 It may only be changed between the six specified lines with direction indication. If a passenger has e.g. last used a line "i / Osten", then got off at the transfer stop VI, then bridged the distance from stop VI to stop Il by foot and then logs in there in a mode of the line "a / north", this is not accepted as a transfer, as the line "i / east" is not included in Table 1 valid for station Il.

By checking against a further range of values (12532), expiring journeys which run from one transfer stop in the opposite direction of travel to one approaching journey are excluded. If this is the case, this application is not accepted as a journey to continue a passenger journey, but as the beginning of a completely new passenger journey, for which a new fare must be paid, if the used e-ticket to a Multi-trip ticket is. If there are two or more public transport lines between two neighboring transfer stops in the network, which offer journeys between these stops in the so-called parallel traffic, then use of such parallel lines is also blocked for journeys in the opposite direction. The following overview (Table 2) shows by way of example all prohibited pick-up trips combined in one line group and arranged per feeder line:

Table 2 refers to the transfer stop II shown in Figure 6. Traveling in the direction of travel "north" are possible from there with the two parallel lines "a / north" and "b / north." In both cases, a ride In the opposite direction, the use of the two lines "a / south" or "b / south" required .This is verified by means of the data stored for the line groups 2 and 4.

The option of checking a further value range (12533) in the detection device (12) excludes round trips in the line network. Such circle trips are characterized in that instead of the tariff system provided for the most direct itineraries inadmissible large detours are driven. This is also checked according to the invention in the detection device (12) by means of exclusion tables or admissibility tables (Table 3): 5

Table 3 shows this value range for the transfer station IV shown in FIG. 6. The data listed in the right-hand column of this table define the lines with the direction in which the passenger could have started a passenger journey. All possible route numbers based on the given network are listed. The test first looks for the line group that belongs to the directional line in which the acquisition device is located (data element 1252). If the passenger has carried out a passenger journey confirmed to date with a valid and unmodified travel identifier and would now like to log in here again, then this registration process will only be booked on condition that the travel identifier already exists indicates that the content of the Memory element of the passenger at the registration process read data element 1154 (üniennummer with direction of travel in the first, ie the journey initiating logon process) may not be included in the right column of Table 3. Otherwise, a new trip ID is assigned and the passenger starts a new trip. The implementation of excessive detours in the line network is also prevented by a time memory (125) provided in the time memory (1254), which specifies a maximum time within which must be done after the start time of a passenger journey, the last transfer process. About the three value ranges (12531, 12532, 12533) and this time variable (1254) are the limits of travel options that are legally feasible in the network with a single ticket of a multi-journey ticket of the e-ticket, specifically defined in the detection device (12) and deposited.

If the passenger has stored a time ticket on his e-ticket instead of a multi-trip ticket, then in this case the same criteria are used to decide whether a registration process registered at the registration device (12) is the registration of a new passenger -Travel or only involves the registration of a further partial travel section in the course of an already started passenger journey. The holder of a time ticket does not have to pay for a new passenger journey, but for statistical purposes it is still important for the operators of the means of transport to record how many passenger journeys with the ticket type "time ticket" within a passenger were actually requested in the line network. By using the travel identifier (1241) in the registration records (124) documenting each passenger journey, it is absolutely certain that no personal travel profiles can be recorded in the public transport network. The Travel ID (1241) documents each trip; however, it does not document personal data of the e-ticket, even if it is a personal time card (e.g., student time card).

A log-on record (124) is always generated for each logon process on a logging device (12) which is stored in a data memory (126) until it can be dubbed to a computer center (13). In this computer center (13) are then based on the costs incurred in passenger travel with transfer operations in different means of transport registration records (124) originally as a contiguous passenger journey realized by the passenger paid passenger trips through the network again in the original state. All entry stops can be found in the registration data records. The analyzes on travel behavior of passengers in the network will be shown below using examples. FIG. 2 shows the structure of the data elements contained in the data memory 115. An e-ticket can be stored in the data element (1151) that can adapt to existing definitions of e-tickets for public transport in terms of its data structure. In the data element (11511), the ticket type is defined, wherein it is to be distinguished whether the e-ticket is a time ticket or a multi-trip ticket. In the case of a time ticket, the start date and the end date of the validity period are included in the data record. In the case of a multi-trip ticket, the data element (11512) contains the maximum number of single trips specified at the time of purchase, which may be used with this ticket in passenger journeys in the network. The data element (1152) stores the travel identifier, which is transmitted to the storage medium (11) from the acquisition device (12) when a new passenger journey starts. In a newly purchased storage medium (11) this data element is at a default value. The data element (1153) stores a time stamp, which is transmitted to the storage medium (11) from the acquisition device (12) when a new passenger journey starts. For a newly purchased storage medium, this data element is also preset to a default value. The data element (1154) stores the line identifier with the direction indicator, which is transmitted to the storage medium (11) by the acquisition device (12) when a new passenger journey starts. For a newly purchased storage medium, this data element is also preset to a default value. The data item (1155) stores the line identifier with direction indication given every trip in the course of a passenger's journey. For a newly purchased storage medium, this data element is also preset to a default value. The data item (1156) stores the number of trips that can still be made with a multi-trip ticket. When purchasing a new multi-trip ticket, the maximum value contained in the data element (11512) is entered here. Thereafter, this counter is incrementally decremented by one counter each time a new trip identifier is created. In the data element (1157), the validity identifier is entered, which is sent by the detection device (12) to the storage medium (11) if a trip could be successfully registered.

The login record (124) contains, in addition to the data elements already described, both a timestamp (1242) which records the exact time of logon and the exact entry location (1243) (ie the uniquely identifying trunk number of this entry point in the line network ) as well as in the data element (1252) for the line identifier associated with the means of transport at the time of registration Direction indication. Each logon process thus provides a clear protocol to the computer center (13).

The running at each login process program flow is completely shown in Figure 5. In a data record (201), the data elements (1151, 1152, 1153,

1154, 1155, 1156) from the detection device (11) to the storage medium (12). The data elements of the data memory (125) are included in the sign-on process. If the e-ticket is invalid or has no general tariff validity for travel on this means of transport (for example wrong tariff zone, or elapsed time period of a time card), the application will be completely rejected. The passenger then has no valid ticket with him in case of a ticket inspection (step 20). If a multi-trip ticket no longer has any entitlement to travel, the carriage is refused (procedural step no. 21). If it is the first use of a newly purchased storage medium (11), the default values of the data elements provided for this case are detected and the detection device (12) immediately generates a new travel identifier for the start of a new passenger journey in the network (Step No. 231). If the newly used ticket is a multi-trip ticket, the amount of travel still possible is reduced by one unit (step 232). A log-on log-on record (124) is generated and the data elements 1241, 1153, 1154,

1155, 1156, 1231 are sent to the storage medium (11) (step 233). The old values of the data memory remaining there are overwritten.

If it has been determined in method step 22 that this is not the first-time use of a new storage medium (11), but re-use, then it is examined in four successive examination queries (method steps 240, 241, 242 and 243) as to whether the passenger want to register (or have to register) a completely new passenger journey, or whether the registration request is a registration of a journey after a transfer process, with which only an already started passenger journey is continued to a destination stop to reach in the network. In method step 240 it is checked whether, since the start time of the passenger journey (data element 1153), the time limit value of the variable (data element 1254) has not already been exceeded at the time of the registration request at the detection device (12). In method step 241 it is checked whether on the basis of the last journey made (data element 1155) compared to the current journey of the means of transport (data element 1252) an interchange process is at all is permissible. In step 242, by means of a comparison as to whether the current trip of the means of transport (data element 1252) occurs with 1155 in the second value range (12532) together in a line group, it is checked whether a trip in the return direction is desired. Finally, in method step 243, on the basis of the third value range (12533), it is checked whether the borderline case of a round trip in the line network makes it impossible to continue the passenger journey. In FIG. 5, it is shown in each case whether the check leads to an acceptance of the continuation of a passenger journey that has begun with another trip or to a rejection. In the case of a rejection, the method jumps to step 231. In the case of acceptance, in method step 245 only the data elements (11559) and (1231) are sent with new values to the storage medium (11). Of course, in this case as well, a complete log-on record (124) is generated and stored in the data memory (126).

FIG. 6 shows by way of example a public transport network comprising 10 lines. The lines have got the designations from "a" to "j". In this network, a passenger starts a passenger journey R.1 with a first trip R 1.1 (reference 31) at the simple stop I (reference 32). It enters a means of transport, which drives the line "a" in direction "north", and announces itself immediately after the entrance. His first journey takes him to the first transfer stop II. There he climbs. He goes for his second trip R 1.2 in the course of the passenger journey R 1 in a mode of transport of the line "h" in the direction of travel "West". After confirming the registration process, he generates a second trip R 1.2. It goes to the transfer stop III and changes there in the line "e" in the direction of travel "south". This creates a third trip R 1.3 within the passenger journey R 1. Until then, all registration requests for the continuation of the R 1.1 passenger journey started after transfer operations have been positively decided by the detection device 12. During the test at transfer point II, a first value range (12531) shown in Table 1 above and a second value range (12532) shown in the above table 2 using the example of the same bus stop were used.

The passenger leaves in the transfer stop IV the means of transport of the line "e / south". He immediately gets on a transport of the line "i / Osten". In the test with respect to the third value range (12533), the detection device (12) recognizes that the possibility of a round trip in the line network would exist in the case of this drive request. The recording device therefore creates a new passenger journey (R 2.1). FIG. 7 shows a third exemplary passenger journey R 3, which uses the lines "e / south", "h / east" and "a / south" successively with its three voyages R 3.1, R 3.2 and R 3.3. The departure point of the passenger journey is stop VIII (a one-stop stop without transfer options), after which the passenger transfers to stop III and II. The last trip R 3.3 starts in stop II, the passenger boarded a means of transport line "a / south". His exit stop is unknown (reference 421). For each of these three trips R 3.1, R3.2 and R 3.3, corresponding log-on records (124) were found in the computer center (13) in the total data volume of this operating day. All of these login records had the same trip identifier (data item 1241). Based on the respective timestamp (data item 1242), they were placed in the same order in which they were originally generated.

At the respectively used transfer stops III and II can now via the recursion step (reference numeral 44) from the measured entrance stop a pick-up trip (reference numeral 41) (corresponding to the data element 1243) on the exit stop of the previously taken feeder Be closed (reference numeral 42). Both stop numbers must be identical. The exit stops of trips R 3.1 and R 3.2 are thus immediately known. This relationship is now applicable to all passenger trips in the data volume. Thus, all passenger travel with transfers are known with respect to their exact route in the network. It lacks only the location of the exit stop on the last journey in the course of the entire journey from a start stop to a destination stop in the network.

All log-on records in which the travel identifier (data element 1241) was assigned only once by a recording device (12) are thus immediately identified as direct travel without a transfer procedure. For these passenger trips, the exit stop on the affected line is also unknown. However, the total number of trips made using time cards is now known. In the case of multi-trip tickets, the total number of possible passenger journeys is fixed from the beginning. With the help of the invention, however, it is now also known in such journeys where these have actually taken place in the network. This makes it possible to determine the total number of passenger journeys in a line network (transport cases) on a single day of operation. The differentiation of this total number after direct travel and passenger travel with transfer operations is thus also known exactly. Since both direct trips without transfers (see the passenger journey "R 2" in Figure 6) as well as passenger travel with transfer operations (see the passenger journey "R 1" in Figure 6 and the passenger journey "R 3" in Figure 7) occur almost never as an individual phenomenon but always as a mass phenomenon (one speaks therefore of "mass means of transport"), this results in the advantage that the laws of statistical estimation methods applicable to mass phenomena also apply to the massively collected passenger In Fig. 8, three curved arrows are indicated by reference numeral 51. The arrow beginning at the simple stop VIII corresponds to the route R. 3.1 of Fig. 7. Here, this arrow represents a plurality Same passenger journeys in the network of lines, since on the line branch of the line "e / south", which starts at the stop Xl and up to the Transfer stop III is sufficient, with a total of three stops from which passenger trips can begin with a first trip "R X.1", these are the stops: Xl, IX and III, a total of three thick black arrows subsumed under the reference numeral 51.

If one adds the number of these journeys to a total number on the basis of which a relative frequency can be calculated for each individual arrow of 51 (see the proportionality factors a1%, b1% and c1% of the reference 511), then one obtains with this measured distribution 511, a good estimator 522 for the unknown distribution of passengers entering the line "e / North" in the transfer stop Ml, who are on the last journey R X.3 of a passenger journey to which they are seeking a stop, which must be on this line branch of the line "e / north". In this case, only the previously examined stops VIII, IX and Xl come into question. In this group of passenger trips attributable trips R X.3 always have the line number "e / north" in the data element (1252). It is in this transmission of the measured distribution (511) used as an estimator for the distribution (522) the law of traffic science known that very many trips in a network on a business day, for example, in the morning at a so-called source stop start (eg in the Near the apartment), then lead to a destination stop (eg near the workplace), in the evening again on the same way back to the morning Quell-stop lead. Since in the data volume of a business day in the computer center (13) sufficient passenger travel are available, can always be enough passengers for very specific specifiable structures of passenger travel, which run on specific lines and transfer stops in exactly specifiable order -Compare trips to calculate the distribution of the type (511) on the lying on the first transfer stop this order line load. The second voyage, all passenger voyages belonging to reference number 51, will then take a ride on the "h / east" line from stop III to stop II. The third and final voyage of all passenger trips belonging to this group will commence then at the transfer stop Il and has no further transits recorded more. Reference numeral (512) indicates that an estimate of their distribution to the possible exit stops VI or I must now be made for these last journeys.

Again, this estimation function can be derived from a measured distribution (521) that could be calculated based on the true entry-level location of first voyages R X.1 of passenger voyages RX exactly in the reverse direction on the "a / north" line. then take a second trip on the "h / west" line to end the passenger journey with a journey on the "e / North" line. Thus, for any recent travel of passenger trips with one or more interchange operations, the equivalent first trips of equivalent passenger trips are available to provide good estimation functions (512 or 522) with their measured distributions (511 or 521) to be able to.

These estimators can be used to determine good approximations for the location of the exit stops on the last trips of passenger trips with transfer operations. This is the full route of such passenger travel in the network known.

The revenue for certain types of tickets can be divided in a first step proportional to the amount A of trips of the type "direct drive" and the amount B of the type of "passenger trip with transfer operations".

The revenue share attributable to the quantity B can then be further divided according to the travel lengths traveled on a single passenger journey on different lines of the network. LIST OF REFERENCE NUMBERS

I 1 storage medium

I I I Antenna of the storage medium 112 CPU of the storage medium

113 Display on storage medium for displaying the validity code (1231)

114 Display on storage medium for displaying the travel number of a multi-trip ticket (1156)

115 rewritable data storage on the storage medium 1151 electronic ticket (e-ticket)

11511 Ticket Type of E-Ticket (1151)

11512 Initial value of the number of journeys by tariff when purchasing the e-ticket

1152 Data element in the storage medium for the travel identifier

1153 Data element in the storage medium for the timestamp, which is assigned at the beginning of a new passenger journey

1154 Data element in the storage medium for the line number with direction indication, which is assigned only at the start of a new passenger journey

1155 Data element in the storage medium for the line number with direction indication, which is entered during each trip during the course of a journey

Passenger trip is awarded

1156 currently remaining number of trips of a multi-trip ticket

1157 current validity identifier after positive outcome of the registration process 12 acquisition device

121 Antenna of the detection device

122 CPU of the acquisition device

123 Display of the detection device for displaying the validity identifier (1231) 1231 Validation identifier for a scheduled travel of the means of transport

124 Registration Record for Each Passenger Login 1241 Travel Identifier of a Passenger Journey

12411 uniquely identifying identifier of the detection device

12412 incrementing counter that advances after each login 1242 Timestamp for each login

1243 place stamp for each registration process (entry-stop) 125 Data memory for operational data of the means of transport

1251 Identification for the operating transport company

1252 Line number with direction of travel of the current journey of the means of transport 1253 Value ranges per transfer stop of the busy line 12531 First value range (general check on the admissibility of transfer operations)

12532 second value range (check for travel in opposite direction) 12533 third value range (check for round trip in the network) 1254 time variable (maximum time in the transfer operations after commencement of the passenger journey are allowed)

126 Data memories for collecting all data sets (124) of a journey of the means of transport

13 EDP center of a transport network 14 radio-based communication connection (RFID standard ISO 14443 A) 20 Standard validity check for the e-ticket 201 Data element transferred from storage medium to acquisition device at logon procedure

21 Checking whether multi-trip tickets still contain at least one trip number of 1 in the data memory (1156)

22 Checking whether this is the first logon of a newly purchased storage medium (11).

231 Generating a New Travel Identifier for a New Passenger Journey in the Line Network 232 Reduce the variable (1156) (trip number of the multi-trip ticket) by 1

233 data element transmitted by the recording device to the storage medium when the first journey of a new passenger journey is registered

240 Checking for compliance with the time variables 241 Checking for the first value range (12531) 242 Checking for the second value range (12532) 243 Checking for the third value range (12533) 244 Preserving the read travel ID (1152) 245 from the recording device to the storage medium when logging on a trip to a data element transmitted to a transfer operation within the course of a passenger journey 31 Identification of a passenger journey R XY, where X = identifier for the entire passenger journey and Y = successive numbering of the individual trips belonging to X when transfer operations are carried out. 32 Simple stop in the public transport network, which only allows boarding and alighting.

33 transfer stop

34 Identification for a public transport line, which always consists of two directions. 35 Specification of the direction of the compass, serves as an identifier for the direction of travel in which x travels are carried out on a line.

41 Entry stop of a trip R X.Y with data record 124

42 Reconstructed exit stop of a voyage R X. (n-1) on the basis of an associated voyage R X.n 421 provisionally unknown exit stop of the last one

Trip R X.Y of a passenger trip R X

43 single trip R X.Y in the course of a passenger journey R X

44 direction of reconstruction

51 all passenger journeys R. A, consisting of three journeys, with a journey R A.1 on the line "e / south" in the inflow to the

Transfer terminal IN begins, followed by a second trip

Join R A.2 (on the "h / East" line), change to Il and make one last trip R A.3 (on the "a / South" line).

511 Relative frequencies a1%, b1% and c1% in which the set of all journeys R A.1 are divided into three subsets a1, b1, and d, which are in

VIII (for a1), in IX (for b1) and in Xl (for d).

512 approximate calculation of the quantity distribution of trips R. A.3 to subsets d2 and e2 using distribution 521

52 all passenger trips R. B, consisting of three trips, with a journey R B.1 on the line "a / north" in the inflow to the

Transfer stop Il begin, then join a second trip R B.2 (on the line "h / west"), change to III and make a final trip there B. B. (on the line "e / north") Relative frequencies d1% and e1% in which the set of all trips R B.1 are divided into two subsets d1 and e1, which in

VI (for d1) or I (for e1). Proximity calculation of the distribution of RB3 travel to subsets a2, b2 and c2 using distribution 511

Claims

claims

1. A method for collecting and billing service charges for journeys made by passengers on public transport from a starting point to a destination using systems for registering passengers in electronic ticketing systems by means of smart cards,

characterized in that

■ by the or each passenger in a first in the course of travel access to one of the means of transport in a means of transport associated detection device (12) generating a travel of the or each passenger uniquely identifying data element (travel identifier) (1241), a time - stempeis (1242), which reproduces these in the passenger's journey first log-on time, and a local stamp (1243), which reflects the spatial location of the first log-on process in the itinerary, are triggered,

^■ this data element (1241) and the associated time (1242) and location stamp (1243) after the generation have been integrated into a first log-on record (124) to be stored in the detection device,

^■ this data element (1241) and the associated time stamp (1242) are transmitted to a storage medium (11) associated with the passenger,

^■ as well as when a second or further registration of the passenger during the journey when entering a second or further means of transport in a second or further means of transport associated detection device (12) each have a second or further log-on record (124) is created and stored, wherein this second or further registration record contains the travel identifier (1152) created on the occasion of the first registration during the course of the journey.

2. A method for collecting and billing of service charges for the travel carried out by passengers in public transport according to claim 1, characterized in that the travel of the or each passenger clearly änentifizierende data element (travel identifier) (1241) from a unique nume - Rischen device identifier of the detection device (12411) and a unique ID (12412) is formed for each logon process performed on this logger.

3. A method for charging and billing for the travel of passengers on public transport according to claim 2, characterized in that the unique identifier (12412) of each logon process on a logger incrementally from a logon process performed on each logger increased numerical value is formed.

4. A method for collecting and billing of service charges for the travel carried out by passengers in public transport according to at least one of claims 1 to 3, characterized in that the time stamp (1153) of the temporally first registration process in the travel during a second or further registration of or Each passenger in a second or further means of transport by the second or further means of transport associated detection device (12) read from the storage medium (11) and a comparison with the present in the detection device at the time of the second or further registration current time stamp (1242) supplied becomes.

5. A method for collecting and billing for the travel carried out by passengers on public transport according to claim 4, characterized in that when the time stamp (1242) present in the recording device at the time of the second or further registration deviates from a time stamp relative to the time stamp (1153) of the temporal value range (1254) predefinable in the same travel course, generates a new travel identifier (1241) by the acquisition device, integrates it into a new registration record (124) to be stored in the acquisition device and transfers it to the passenger's storage medium is overwritten, wherein the data element of the storage medium containing the previous travel identifier (1152) is overwritten with the new travel identifier.

6. A method for collecting and billing of service charges for the running of passengers in public transport travel according to at least one of claims 1 to 5, characterized in that in the generation of one or each log-record (124) in the detection device (12) of a means of transport Data elements (1154, 1155) for unambiguous identification of direction of travel and line number of the means of transport, integrated into the log-on data record, transmitted to the passenger associated storage medium (11) and in a subsequent registration process a comparison with the present in the recording device at the time of the subsequent logon data element (1252) for unique identification be supplied from the direction of travel and line number of the means of transport.

7. Method for recording and billing of service charges for the travel carried out by passengers in public transport according to claim 6, characterized in that in deviation of the present in the detection device at the time of the second or further registration travel direction and line number (1252) of predefinable value ranges (1253) which, depending on this current direction of travel and line number, define the transfer relationships admitted in relation to the registration processes (1154, 155) that were scheduled in the same journey, generates a new travel identifier (1241) by the registration device, into one in the registration device to be stored new registration record (124) is integrated and transmitted to the storage medium of the passenger, wherein the previous travel identifier (1152) containing data element of the storage medium is overwritten with the new travel identifier.

8. A method for collecting and billing of service charges for the travel carried out by passengers in public transport according to at least one of claims 1 to 7, characterized in that in the generation of one or each registration record (124) in the detection device of a means of transport, a data element for unique identification of ticket type (11511) and

Operator (1251) of the means of transport created and integrated into the registration record.

9. A method for recording and billing of service charges for the running of passenger gas in public transport travel according to at least one of claims 1 to 8, characterized in that between detection device and storage medium of the passenger a a validity feature (1231) for indicating a successful invest the data record (1157) containing the logon record in the acquisition device is exchanged.

10. A method for collecting and billing of charges for the travel carried out by passengers in public transport according to claim 9, characterized in that as a validity feature (1231) generated with on-board devices of the means of transport random number of each of the respective means of transport associated detection device (12) after successful Creation of the logon

Record transmitted to the storage medium (11) of the notifying passenger and is displayed on each of the sending detection device (123) and / or the receiving storage medium (113) associated display.

11. Method for recording and billing of service charges for the travel carried out by passengers in public transport according to at least one of claims 1 to 10, characterized in that the registration data sets (126) generated and stored in the acquisition devices are sent to a central entity (13 ) for the purpose of evaluating the distances traveled by the or each passenger in the different means of transport.

12. A method for collecting and billing for the travel carried out by passengers on public transport according to claim 11, characterized in that the registration records in the central evaluation authority for determining the travel carried out by the passengers in different means of transport in a first Process step by trip identifier (1241) and in a second step all of a same trip identifier assignable records (124) are sorted by timestamps (1242).

13. A system for collecting and billing for the travel carried out by passengers on public transport from a start to a destination using systems for registering passengers in electronic ticketing systems using smart cards, characterized in that in or on the or each means of transport devices (12) ^■ for detecting a current time (1242) - and position indication (1243) of the means of transport,

^■ for read-requesting a data element (travel identifier) (1152) characterizing a journey of the passenger from a start point to a destination point, and data elements which contain the time of generation of chronologically preceding login data records (1154, 1155) a storage medium (11) carried by the passenger, ■ to carry out a temporal validity comparison of the data read from this storage medium (1153) with respect to the time information currently present in the device (1242, 125),

■ for creating a new travel identifier (1241) and transferring it in write access to the storage medium (1152) of the passenger,

■ for creating and storing login records (124) containing the trip identifier (1241), the current time (1242) and location stamp (1243) for registering the passenger, an identifier (1251) for the operator of the passenger Means of transport and a number plate (11511) for the type of ticket

■ and the or each passenger is assigned a storage medium (11) which can be contacted by read and write accesses arranged in the means of transport on which a data element characterizing a journey of the passenger from a start to a destination point (travel

Identifier) (1152) as well as a data item describing the time (1153) of the initial generation of this travel identifier can be stored.

14. A system for charging and billing service charges for journeys made by passengers on public transport according to claim 13, characterized in that

^■ in the or each transport means (12) for detecting current line number and the direction of travel (1252) the means of transport, containing for creating and storing line number and direction of travel (1252) the means of transport registration data sets (124) for retrieving line number and direction of preceding data items (1154, 1155) from preceding log-on data from a storage medium (11) carried by the or each passenger, and for making validity comparisons between the current line numbers (1252) and the line numbers and directions (1154, 155) retrieved from the storage medium.

^■ and descriptive on the storage medium at least one contactable by the detection devices using the read and write access, the driving direction and line number of the means of transport data element (1154, 1155) are provided.

A system for charging and billing of service charges for the journeys made by passengers on public transport according to claim 13 or 14, characterized in that the storage medium (11) has a data element (1156) designating a predefinable number of allowable journeys for each log-on operation (124) in which a new trip identifier (1241) is generated by the capture device, is reduced by one access by the capture device (12).

16. System for the collection and billing of travel allowances for journeys made by passengers on public transport after at least one of

Claims 13 to 15, characterized in that the storage medium comprises a data element for storing a validation feature (1157) exchanged between the detection device and the storage medium of the passenger for identifying successful application of the registration record (124) in the detection device (12).

17. System for recording and billing of service charges for the travel carried out by passengers in public transport according to claim 16, characterized in that the storage medium (11) comprises a device (113) for optically seeing the clear text of the content of the data element containing the validity feature (1157) and a device (114) for optical clear text display of the content of the assignable with a predefined number of allowable trips data element (1156).

18. A system for charging and billing for the services performed by passengers on public transport according to at least one of claims 13 to 17, characterized in that the or each passenger associated storage medium (11) as one with an antenna (111) for the wireless data exchange (14) with the detection device assigned to the means of transport (12) as well as with an optical display (113, 114) for displaying 7

Segment-numbered chip card or is designed as a equipped with RFID (Radio Frequency Identification) functionality mobile device.

19. System for the collection and settlement of compensation for journeys made by passengers on public transport to at least one of

Claims 13 to 18, characterized in that in or on the or each Transport means (12) are provided for transmitting the log-on records to a central entity (13) for evaluating the paths traveled by the or each passenger in the various means of transport.