METHOD FOR DETERMINING THE DISTRIBUTION OF THE SPATIALLY RESOLVED USE OF MEANS OF TRANSPORT OF A SET OF PEOPLE CONSISTING OF A PLURALITY OF INDIVIDUALS FOR A DETERMINATION PERIOD AND A SYSTEM THAT CARRIES OUT THE METHOD

Abstract

The invention relates to a method for determining the distribution of the spatially resolved use of means of transport by a group of people consisting of a large number of individuals during a study period, comprising the following steps: - Repeatedly and distributed over the study period, automated central querying of the sensor-based, means-of-transport route usage for a specific sub-study period of individuals from a specific sub-set of people, wherein the sub-set of people is formed as a subset of randomly selected individuals from the group of people and which sub-study period is a fraction of the study period, - Storing the centrally queried, means-of-transport route usage, - Extrapolating the probable means-of-transport route usage of the group of people based on the stored means-of-transport route usage for the entire study period;- Output of a transport-mode and route-specific unit according to the extrapolated passenger-related use of the transport vehicles.;

Description

[0001] The invention relates to a method for determining the spatially resolved use of means of transport by a large number of people over a specific period. The invention further relates to a system for carrying out the method.

[0002] In the present proceedings, a means of transport is understood to mean all means of locomotion that can be used, in particular, to transport persons. A means of transport in the present proceedings may be a specific means of transport (such as a particular bus with a unique identifier), a line (such as a bus route), an entire type of means of transport (such as all buses), or a specific group of types of means of transport (such as all means of transport in a specific regional area).

[0003] In particular, the set of means of transport considered within this procedure comprises a part or all of several types of transport whose transport services are identical or complementary, such as all means of transport that can be classified as local public transport, or even the entire public transport system (local and long-distance). The use of spatially limited means of transport such as e-scooters or the like can also be considered means of transport under this procedure, either on their own or as a supplement.

[0004] There are economic approaches to offering flat-rate fares for the use of transportation, especially public transportation, rather than charging individual fares per user. These flat-rate fares often extend across different modes of transport and / or regions. For example, bus operators have joined forces with tram and train operators in a fare network. In addition to this mode-specific approach (e.g., bus, tram, subway), regionally distributed providers have also joined together in fare networks, sometimes even across city boundaries. Such regional cooperation, in particular, means that numerous operators within a fare network must cooperate, even though they all offer a uniform, fixed fare to users of the network.

[0005] It is quite common for not all modes of transport to be used equally by users of a fare network. However, the remuneration of individual operators is usually dependent on the number of passengers transported. Against this background, the question arises as to how the total revenue generated within the fare network should be distributed among the individual operators and modes of transport.

[0006] The object of the invention is to provide a method and a system with which the distribution of the use of different means of transport by a set of users can be determined with distance resolution.

[0007] The process-related part of the problem is solved by a generic method described above with the features of claim 1; the system-related part of the problem is solved by a system according to claim 16.

[0008] Advantageous configurations result from the description and the dependent requirements.

[0009] The procedure begins with a group of people using public transport, for whom this usage is to be determined. This group consists of a large number of individuals. The aim is to ascertain the use of public transport by this group of people over a specific period. Such a period could be, for example, one year.

[0010] To achieve this, one approach relies on the mode-specific route usage of individuals. Mode-specific route usage provides information about the distance traveled by an individual and the mode of transport used.

[0011] Regarding route usage, in many cases it is sufficient, at a spatial resolution, to determine the route only with respect to certain predefined locations, such as the use of a means of transport between two known stops, exits, or the like. These are usually quite far apart, but can be distinguished even with low spatial resolution. In some cases, it may be sufficient to determine at which location, such as a stop, an individual began using a means of transport, i.e., where they boarded, and additionally to determine the distance subsequently traveled in that means of transport (the latter is also referred to as "passenger-kilometers"). Such a pair of information is also understood under the term "route usage."

[0012] To determine the use of a route, distance-time data is typically used. Distance-time data is characterized by the pairing of a geographical location and a timestamp. Such distance-time data allows for particularly simple analysis, as the distance traveled can be easily calculated by difference. Furthermore, speeds and accelerations can be derived from this distance-time data, which can at least partially contribute to determining which mode of transport was used.

[0013] The question of which mode of transport was used must be distinguished from the question of the route traveled. In some cases, different modes of transport run on the same or almost parallel routes, so determining the mode of transport used can be particularly challenging.

[0014] On the other hand, the core of the invention lies in the fact that, during the investigation period, the route usage of a specific subset of individuals—thus representing only a segment of the entire population—is automatically queried multiple times for a sub-investigation period (i.e., only a segment of the entire investigation period). Based on this subset, the actual route usage of the means of transport by the entire population is stochastically estimated in the extrapolation step.

[0015] The aforementioned sub-data collection period distinguishes it from a manual, randomly sampled survey (with counters), which only provides a reliable answer for a specific point in time, namely the time of the manual inquiry. Such a sub-data collection period typically covers approximately 24 hours or a few days, roughly a week. It can therefore be assumed that the sub-data collection period represents approximately 0.1% to 1% of the overall survey period. By automatically querying the mode-specific route usage for the entire sub-data collection period, a precise, time-spanning picture of the individual's mode-specific route usage is thus obtained.

[0016] The aforementioned subset of individuals can represent approximately 1% to 10% of the total number of people, preferably approximately 2% to 7%. The number of individuals in the subset can also be adjusted over the course of the process, particularly across multiple investigation periods: While in an initial phase the route usage broken down by mode of transport can be queried from a larger number of individuals to obtain reliable data, at a later point in time, when only confirmation of the previous findings is necessary, the proportion of the subset of individuals to the total number of people can be reduced.

[0017] The subset of individuals is randomly selected from the individuals assigned to the main group. The basis for selecting these individuals is generally a specific number of individuals per sub-reporting period.

[0018] If the investigation period is one year, it may be planned to statistically query each individual approximately twelve times, namely once per month. Alternatively, it may be planned to statistically query each individual 14 times per year, thus twice a year on each weekday. It should not be assumed that monitoring will ensure that each individual is queried exactly the specified number of times; rather, the aim of the procedure is to achieve this on average.

[0019] The number of queries per individual and per investigation period is therefore relatively infrequent. This distinguishes the proposed method from those in which every individual is constantly and comprehensively tracked, which regularly raises data privacy concerns.

[0020] Preferably, the subset of persons is randomly generated anew for each query, although a specific and justifiable intervention, and thus manageable in relation to the total set of persons, is conceivable, for example, if it is recognized that the transport-related route usage provided by the individual is regularly incorrect or misleading, for example, due to active manipulation by the individual.

[0021] In particular, it is preferred that the subset of individuals be randomly selected from the larger group of individuals in such a way that the same number of individuals are chosen for each subset within a given investigation period. This simplifies the calculation in the extrapolation step at the end of the investigation period. Furthermore, it improves the overall accuracy of the result.

[0022] The route usage of an individual, broken down by means of transport, is sensor-based and thus differs from a manual, random sampling survey.

[0023] The central querying of route usage data, broken down by mode of transport, is carried out via a corresponding network infrastructure. Typically, individual network participants, such as smartphones, which are assigned to specific individuals, are registered in a network or with a server, so that a central processing unit, such as the server, can request these devices, via software, to transmit the individual's route usage data for the specified reporting period to the server.

[0024] Typically, sub-investigation periods are defined and queried evenly throughout the investigation period. It is preferred that the central query be performed at regular intervals. It is further preferred that the queries are designed so that data is available essentially continuously throughout the investigation period, meaning that the respective sub-investigation periods are contiguous. For example, queries can always be performed after the end of a sub-investigation period. If the sub-investigation period is daily, a query is performed every day. This results in a consistent usage pattern.

[0025] In a subsequent step, the centrally queried route usage data, broken down by mode of transport, is stored. This is typically done on the central processing unit or on storage assigned to the central processing unit. It is possible to store each individual query result from the central query separately, so that a data record is stored for each individual queried.

[0026] In a simplified storage method, the centrally queried data can be evaluated by the individual users, and if their usage is identical with regard to route and means of transport, these data records are grouped together. Such a grouped data record then contains information on the number of identical records. This grouping of identical data records can occur not only within a sub-data collection period but also across the entire data collection period, thus reducing the data volume.

[0027] In a further step, usually carried out at the end of the investigation period, the probable mode of transport use of the entire group of people is extrapolated based on the stored mode-specific route usage data. This extrapolation typically incorporates the number of individuals in the group and the number of individuals in the respective subgroups, particularly when the absolute number of people who used a specific mode of transport for a specific route is of interest.

[0028] However, a relative extrapolation may also be sufficient, in which the stored transport-mediated route usage data are put into a ratio to each other and extrapolated.

[0029] The general assumption for this extrapolation is that the randomly sampled, time-distributed querying of transport-mediated route usage for a specific sub-data collection period from individuals within a defined subset of individuals is proportional to the total population. This can generally be assumed if the monitored population and the subset of individuals are each sufficiently large and in a meaningful proportion to each other. Due to the random selection of individuals from the population to form the subset, sufficient representativeness can be assumed.

[0030] The crowd is usually larger than 100,000 individuals, preferably larger than one million.

[0031] In a final step, at least one transport-mode and route-specific unit is issued, corresponding to the extrapolated, passenger-volume-related usage of the transport services. This unit can also be referred to as a metric or performance unit. This unit correlates with the passenger transport volume or passenger transport service. Based on this unit, the total revenue generated by a fare network can be distributed.

[0032] In this context, it is preferred that the mode-of-transport and route-resolved unit is proportional to the number of individuals assumed to have used the respective modes of transport during the investigation period. This provides a simple and comprehensible interface to the inventive process for subsequent steps.

[0033] Preferably, it is provided that, in order to determine the route usage resolved by means of transport, each individual carries a mobile device with them during the use of the means of transport, which mobile device records raw data by means of sensors to determine the route usage resolved by means of transport for the sub-reporting period.

[0034] Recording typically occurs continuously, so that if a specific mobile device is required to transmit data for a sub-data collection period as part of a central query, it can provide the relevant data. Alternatively, data recording may not be continuous. Instead, at the beginning of a sub-data collection period, a corresponding signal, usually sent centrally, is sent to the mobile device, triggering data recording. At the end of the sub-period, this data is then transmitted as part of the central query. Preferably, the app-related data is subsequently deleted from the mobile device's memory. This conserves considerable resources for the individual mobile device over the entire collection period.

[0035] A mobile device could be, for example, a smartphone. A smartphone typically already has the necessary sensors to generate so-called motion data, which maps the path along which the mobile device – and thus usually also its owner, i.e., the individual – has moved. The smartphone may also have sensors for, if necessary, separate vehicle detection.

[0036] In a training course, the raw data recorded by the mobile device is to be converted on the device itself into transport mode usage and / or route usage data. The mobile device then acts as a decentralized processing unit, transforming the raw data into more abstract transport mode usage and / or route usage data. Such abstracted data is significantly smaller in volume than the raw data, which encompasses all relevant movements and signals. Furthermore, data that is not necessary for determining transport mode-specific route usage can be filtered at this stage, ensuring that information about the individual's exact location outside of relevant transport modes is not transmitted during the central query.

[0037] To determine the mode of transport used by an individual, movement data provided by their mobile device and assigned to that individual can be used. Movement data is pre-processed data derived from the raw data collected by a mobile device, depicting the route traveled by the device. It represents a continuous path, possibly with a specified level of accuracy. It is not uncommon for a mobile device, such as a smartphone, to use multiple sensors to determine and record its current location. In many cases, these sensors produce similar results and thus complement each other. Factors that can influence this include GPS sensors, mobile network data, magnetic field sensors (compass data), and / or accelerometers.At the same time, if the accuracy of one sensor, such as the GPS sensor, decreases, other sensors, such as mobile network data sensors, can provide higher accuracy for the location.

[0038] In many cases, the movement data alone can already provide information about which mode of transport was used. To support this, additional current external data can be used, including the departure and arrival times of specific modes of transport (such as timetables), which can be used to define further validation anchor points during a consistency check.

[0039] Alternatively or additionally, the determination of the mode of transport used by an individual, or rather by a mobile device, can also be sensor-based on the device itself, depending on at least one specific characteristic of the mode of transport. Mode-specific characteristics can be divided into passive and active characteristics: Passive characteristics are those that the mobile device detects automatically. These include, for example, the acceleration behavior of a mode of transport, which can be determined by an accelerometer on the device. Active characteristics are those that the mode of transport itself actively provides for its own identification, for example, by sending a signal, usually a radio signal, to all passengers or mobile devices on board.This could include, for example, an active IoT (Internet of Things) environment or open Bluetooth or Wifi beacons in the vehicle.

[0040] To determine route usage for an individual, sensor-based movement data assigned to that individual can also be used. Route usage can be easily derived from the provided path.

[0041] As a result, it is possible to determine an individual's route usage broken down by mode of transport.

[0042] In a preferred embodiment, the individual mode-specific route usage is evaluated based on the raw data and / or corroborating external data, such as timetable data, and assigned a confidence level indicating the degree of certainty with which the reported mode-specific route usage corresponds to reality. This is typically performed as part of post-processing. The accuracy assigned to the raw data by the mobile device usually also influences this, as it correlates with the confidence level. External data, such as timetable data, can increase the confidence level, particularly in cases of inaccurate mode-specific data. The resulting confidence level can be assigned to the overall mode-specific route usage. However, it is preferred to provide separate confidence levels for mode-specific and route usage.In some cases, while a high degree of accuracy regarding the mode of transport used is necessary for the overall quality of the procedure, an exact determination of route usage is only of secondary importance. Although more data is stored in this case—namely, the confidence level for the mode of transport use and the confidence level for the route usage—the required computing power can ultimately be reduced, at least in the extrapolation.

[0043] By determining a confidence level, a corresponding dataset can be weighted and evaluated within the framework of the projection. Thus, datasets with a low confidence level can be assigned a lower weight than those with a high confidence level.

[0044] Post-processing serves to ensure the highest possible and optimal quality of the collected data. The quality of the results for each dataset depends primarily on the following factors: The quality of the input data (e.g., very good or poor GPS reception or high density of GSM stations or dead zones) and the uniqueness of the possible result alternatives (high or low number of parallel public transport lines or number of transport alternatives).

[0045] The stochastic approach with performance measures significantly improves the quality of the results, as all individual values ​​can be considered with their mean and standard deviation, and the overall result also receives a measure of accuracy. Increasing the sample size directly influences the expected quality and minimizes the required number of individuals surveyed. The sample size is directly determined by the given parameters that are decisive for the quality of the results.

[0046] The level of trust can be determined based on the consideration of transport-specific parameters and characteristics, inclusion of further infrastructure data, and / or calculation of stochastic correlations between infrastructure data and mobile data take place.

[0047] This process typically also involves processing the raw data. A high level of confidence can be achieved, for example, by ensuring that a particular sensor system has a particularly high accuracy (such as in GPS applications) or by having different sensors or external data produce consistent results.

[0048] Mode-specific parameters and characteristics are those that indicate the use of a particular mode of transport, regardless of the route traveled, such as the active and passive characteristics of a mode of transport already described above. Additionally, specific waiting times and other empirical data, even with time resolution, can be considered.

[0049] The inclusion of further infrastructure data includes stop coordinates, timetable data, track and line routes, which can be aligned with the movement data and / or the traffic-resolved route usage data, if applicable.

[0050] In certain geographic regions, specific sensor behaviors are to be expected. For example, GPS-based positioning may fail in urban canyons, while positioning via cell towers can be relatively accurate. Such aspects can also be correlated stochastically.

[0051] In principle, it is possible for the data evaluation and the assignment of a trust rating to occur on the mobile device itself. In such a case, a prioritized training process could exclude certain routes from the transmission of centrally queried, route-specific information if the trust rating does not meet certain requirements, such as a specific level.

[0052] However, it is preferred that the data evaluation and the assignment of a confidence level take place on a central processing unit. This evaluation and assignment of a confidence level then occur as part of post-processing. This is advantageous because the evaluation and assignment of a confidence level typically requires increased computational resources that are generally not available on mobile devices. Furthermore, all queried data is then compared with standardized external data, ensuring a consistent result. In this case, it can be advantageous to also transmit the raw data, or a portion thereof, as part of the query. It is also conceivable that raw data from the mobile device is only transmitted for those data segments where only a low level of accuracy or confidence level has been (pre-)determined on the device itself.

[0053] In a preferred embodiment, it is provided that each individual in the group of people within the method according to the invention is uniquely identifiable at least until the extrapolation, and for this purpose each individual is assigned its own unique ID. However, this ID masks the real individual; a known connection between ID and real individual then does not exist.

[0054] Typically, when data is retrieved from a mobile device, especially a smartphone, a so-called device identifier is also transmitted. This allows for tracking of the respective smartphone owner. According to the invention, however, this smartphone identifier is specifically not stored during the process, and particularly with regard to data on route usage by mode of transport. This ensures data privacy for each individual user, despite the collection of specific and user-specific data.

[0055] Preferably, a real, generic, individual-specific characteristic is known for each individual. This characteristic is assigned to the individual's respective ID and can preferably be included in the ID identifier. This could be the individual's current, generic status, such as an age category or specific life circumstances (schoolchild, student, commuter, senior citizen). It could also include certain booked qualities, which are reflected in the permitted manner of using a means of transport. For example, a quality characteristic could differentiate between first and second class.

[0056] Those individuals within the population who share a common, individual-specific characteristic are considered a group. If, during the execution of the procedure, for example, in the query or extrapolation step, it is determined that a particular group of individuals uses public transportation only to a limited extent, it can be planned that these individuals will be queried more frequently. This weighting is taken into account in the extrapolation step. Low usage is defined as a stochastic underrepresentation. The goal of this stratified sampling design is to achieve a high degree of confidence in the final result. If there are only a few usable queries from a group of individuals, outliers have a greater impact. This problem is addressed by querying the individuals in the group in question more frequently.At the same time, groups of individuals for whom sufficient data is available are not queried excessively, which benefits the necessary query volume and the associated processing.

[0057] In a suitable training program, it can be stipulated that for each individual in the population, a region is known in addition to the determination of the mode-specific route usage. When compiling the individuals to form the subset, a numerical weighting is applied according to this region. This weighting is taken into account in the extrapolation. The region is not determined from the movement data of the respective individual, but from parallel data. This could, for example, be the postal code of the respective user in which they have their primary residence. Such generic data does not allow any conclusions to be drawn about the actual person, but can be helpful in maintaining a desired even distribution.Furthermore, to improve the reliability of the overall procedure, individuals with region-specific characteristics that suggest a low level of confidence in mode of transport and / or route usage can be surveyed more frequently. This proactively enhances the reliability of the entire procedure.

[0058] In this context, it is also possible for the group of people to be a subset of a larger user group, with the group consisting of individuals who share a common characteristic. Such a common characteristic could be the use of a specific ticket or service. This allows for a uniform method of determining the use of different modes of transport across multiple services, evaluated according to the same principles and preferably identical rules. This enables the comparability of the individual results for each group of people as subsets of the user group.

[0059] In addition to route-based utilization data, it may be possible to further break down utilization according to other criteria. For example, a classified temporal resolution may be provided. This temporal classification is based on typical rhythms that correspond to the usual use of the means of transport. A classification for the temporal resolution could be based on half-hourly or full-hour increments. This allows for an assessment of how utilization is distributed throughout the day. A weekday breakdown can serve as a further or supplementary classification of temporal resolution. This allows for a time-based breakdown of utilization across the week, enabling a separate assessment of peak times on weekdays and weekend usage.

[0060] In a further embodiment, which is also conceivable as a supplement to the aforementioned, usage can be resolved according to quality. Quality resolution applies, for example, to the use of certain higher-quality means of transport, the use of specific parts of a means of transport (for example, first class and second class on a train), etc. At least a subset of the means of transport used provides at least two different qualities of transport from which the user can choose.

[0061] A system for executing the procedure is preferably designed as a network. The individual mobile devices are registered with a central computing unit or connected to it via standard communication channels. The central computing unit queries the traffic-resolved route usage and, if necessary, the raw data from randomly selected mobile devices, stores this data, and extrapolates the usage of the means of transport accordingly. For querying and extrapolation, the central computing unit maintains a user database in which all users of the system are listed.

[0062] If central post-processing is planned, this is also preferably carried out on the central computing unit.

[0063] The invention is explained in more detail with reference to the accompanying figure. The single figure shows a flowchart of the process according to the invention.

[0064] Users N of a variety of means of transport, in this case public transport, own smartphones N 1 to N x. Each smartphone has a sensor set 1 and an evaluation unit 2. The sensor set 1 continuously records raw data from the respective smartphone N 1 to N x. From this raw data, the evaluation unit 2 generates movement data and, from this, route usage data specific to each mode of transport.

[0065] A central processing unit Z is also provided. Smartphones N1 to Nx are connected to the central processing unit Z, enabling the central processing unit Z to send signals to the smartphones N1 to Nx and the smartphones N1 to Nx to send data back to the central processing unit Z. The central processing unit Z and the smartphones N1 to Nx are organized in a network infrastructure.

[0066] The individual components of the central computing unit Z are described below. It should be understood that the individual components do not necessarily have to be located on or within the central computing unit. Rather, the structure should be understood in terms of software and hardware architecture.

[0067] In a user database 3, all users N participating in the inventive method are registered. Each user N is assigned a unique, internal identification number (ID). Each user N is referred to below as an individual. All users N in the user database 3 constitute a subset of persons.

[0068] The goal is to query the mode-specific route usage of a particular subset of individuals for a specific sub-data collection period. This sub-data collection period is only a fraction of the total data collection period, for example, 24 hours. The mode-specific route usage is determined for the queried user for the entire sub-data collection period. This means that the data for a user for 24 hours is retrieved in a single, central query.

[0069] In a selection generator 4, a subset of individuals is selected from the population held in user database 3. This subset can represent approximately 5 to 10% of the population. The selection of individuals from the population is generally based on a specific number per sub-data collection period. If necessary, the selection can be weighted with regard to region-specific characteristics of individual persons. The selection is generally random.

[0070] The result of selection generator 4 is forwarded to a query module 5. This module queries data from smartphones N1, N2, and N3 according to the selection made by selection generator 4. This means that only a fraction of the total number of smartphones registered in the network is queried (namely, for example, smartphones N1, N2, and N3), and not all of them.

[0071] In query module 5, the transport-resolved route usage data and / or movement data already determined in the smartphones N 1 , N 2 , N 3 are queried from the smartphone-side evaluation modules 2 and, if necessary, additional raw data from the sensor set 1, usually those that led to the smartphone-side evaluation.

[0072] The raw data, if available, is transmitted to a central processing unit and then to a post-processing unit (6). This post-processing unit generates its own route usage data, broken down by mode of transport, based on independent external data (7), and compares and, if necessary, modifies this data with the smartphone-based evaluated data and results. Within the post-processing unit (6), confidence levels are also assigned to this data as part of a data evaluation, allowing for a statement about the validity of the data.

[0073] The route usage data determined by the smartphones or as part of the post-processing process 6 are stored in a database 8.

[0074] This procedure is repeated several times during an investigation period for which the route usage determined by means of transport is to be ascertained, always after the end of the sub-investigation period defined here, thus always after 24 hours.

[0075] After the investigation period has ended, the behavior of the respective samples is extrapolated to the entire population (9). This yields the behavior of all users (10). From this, a corresponding unit resolved by mode of transport and route can be derived (11).

[0076] The invention has been explained using an exemplary embodiment. Without departing from the scope of protection described by the applicable claims, numerous further embodiments of the inventive concept would be apparent to a person skilled in the art, without these needing to be explained in more detail within the scope of these explanations. Reference symbol list

[0077] NUser N 1 ... N x Smartphone ZZentrale Recheneinheit 1Sensorset 2Evaluation module 3User database 4Selection generator 5Query module 6Post-processing 7External data 8Database for transport-mediated route usage data 9Extrapolation 10Behavior of all users 11Result

Claims

1. A method for determining the distribution of spatially resolved use of means of transport by a group of people consisting of a large number of individuals during a study period, comprising the following steps: - Repeatedly and distributed over the study period, automated, central querying of sensor-based, means-of-transport route usage for a specific sub-study period of individuals from a specific sub-set of people, wherein the sub-set of people is formed as a subset of randomly selected individuals from the group of people and which sub-study period is a fraction of the study period, - Storing the centrally queried, means-of-transport route usage, - Extrapolating the probable means-of-transport route usage of the group of people based on the stored means-of-transport route usage for the entire study period;- Output of a transport-mode and route-specific unit according to the extrapolated passenger-related use of the transport vehicles.; 2. Method according to claim 1 characterized by the fact that To determine the route usage by means of transport, each individual carries a mobile device (N) during the use of the means of transport, which mobile device (N) records raw data by means of sensors (1) to determine the route usage by means of transport for the sub-reporting period.

3. Method according to claim 2, characterized by the fact that The raw data on the mobile device is converted into a means of transport usage and / or a route usage.

4. Method according to one of claims 2 or 3, characterized by the fact that The determination of the means of transport used for an individual is carried out using movement data from the sub-determination period provided by the mobile device (N).

5. Method according to any one of claims 2 to 4, characterized by the fact that The determination of the means of transport used by an individual is carried out by means of an end-device-side sensor-based recognition of at least one specific transport-mode characteristic.

6. Method according to any one of claims 2 to 5, characterized by the fact that The determination of the route used for an individual is carried out using movement data from the sub-determination period provided by the mobile device (N) and assigned to the individual.

7. Method according to any one of claims 1 to 6, characterized by the fact that the individual transport-based route usage is evaluated on the basis of the raw data and / or plausibilizing external data (7), such as timetable data, and assigned a confidence level that indicates the degree of certainty with which the specified transport-based route usage corresponds to reality.

8. Method according to claim 7, characterized by the fact thatThe confidence level of the transport-mediated route usage is determined by taking into account transport-specific parameters and characteristics, including further infrastructure data, and / or calculating stochastic correlations between infrastructure data and mobile data.

9. Method according to one of claims 7 or 8, characterized by the fact that The evaluation and the assignment of a confidence level is carried out on a central computing unit (Z).

10. Method according to any one of claims 1 to 9, characterized by the fact that Each individual in the group of people within the procedure is uniquely identifiable at least until the extrapolation, and for this purpose each individual is assigned their own unique ID, which masks the real individual.

11. Method according to any one of claims 1 to 10, characterized by the fact thatThe subset of persons is randomly determined from the total set of persons in such a way that the same number of individuals are selected for each sub-investigation period within an investigation period.

12. Method according to any one of claims 1 to 11, characterized by the fact that When saving the determined transport-mediated route usage, the transport-mediated route usage is stored with a real, generic, individual-specific characteristic.

13. Method according to claim 12, characterized by the fact thatat least two individual-specific characteristics are present in the group of people and the individuals with the same individual-specific characteristics form a group of individuals, whereby in the event that it is recognized that a group of individuals uses the means of transport only to a small extent, the individuals of this group of individuals are queried more frequently in the query step and the resulting weighting of this group of individuals is taken into account in the extrapolation step.

14. Method according to one of claims 12 or 13, characterized by the fact that For each individual in the group of people, a region is known in addition to the determination of the transport-mode-resolved route usage, and when compiling the individuals to form the subgroup of people, a numerical weighting is carried out according to this region, and this weighting is taken into account in the extrapolation.

15. Method according to any one of claims 1 to 14, characterized by the fact that The group of people is a subset of a larger group of users, where the group of people is composed of individuals who share a common characteristic that correlates with a particular way of using the means of transport.

16. Method according to any one of claims 1 to 15, characterized by the fact that the transport-mode and route-resolved unit (11) is proportional to the number of individuals who are assumed to have used the route during the investigation period based on a projection (9) based on the number of people.

17. System for carrying out the method according to one of claims 1 to 16, wherein a central computing unit (Z), in particular a server, a plurality of mobile devices and a program installed on the mobile devices, in particular an app, is provided, wherein the central computing unit (Z) is configured to communicate with the plurality of mobile devices via the program installed on the mobile devices, in particular to send queries and receive data.