A rapid bus system and method based on on-board ticketing

Abstract

This invention provides a Bus Rapid Transit (BRT) system and method based on onboard ticketing and inspection, comprising at least one BRT vehicle and at least one BRT station matching the operating route of the BRT vehicle; wherein, the BRT vehicle is equipped with at least one contactless payment terminal inside the vehicle for passengers to pay for their tickets after boarding; and, the BRT station does not include an enclosed concourse level for ticketing or inspection, allowing passengers to directly access the waiting platform level via an open passageway. This invention significantly reduces construction and operating costs, improves passenger experience, and enhances system flexibility.

Description

Technical Field

[0001] This invention relates to the field of urban public transportation technology, specifically to a rapid transit system and method based on onboard ticketing and fare collection. Background Technology

[0002] Bus Rapid Transit (BRT) systems, as a high-capacity public transportation mode that falls between conventional buses and rail transit, have been widely adopted in many cities around the world due to their relatively low investment, short construction period, and flexible operation. However, existing mainstream BRT systems, especially those using dedicated lanes and central island or side platforms, generally follow the "in-station fare collection" operation model of rail transit.

[0003] In this mode, passengers must first enter a closed-off station concourse, purchase tickets at manual ticket windows or automatic ticket machines, and then pass through ticket gates before entering the platform waiting area. While this mode effectively manages passenger flow and prevents fare evasion, it also brings a series of inherent technical defects and challenges: 1. High construction costs and complex structures of stations: In order to accommodate ticketing facilities, ticket gates, security equipment (required in some cities), and corresponding passenger flow buffer zones, BRT stations, especially elevated stations, must be built with a large-scale and complex enclosed concourse level. This not only significantly increases the amount of civil engineering work and material costs (such as steel and concrete), but also makes the overall design of the station and the calculation of wind and earthquake resistance more complex, thus significantly increasing the initial construction investment of the entire BRT system.

[0004] 2. High operating and maintenance costs: Enclosed stations require routine management and must be staffed with ticketing personnel, station guides, security personnel, and cleaning staff. These long-term labor costs constitute a significant portion of the system's operating expenses. Furthermore, the large number of ticketing and inspection devices, turnstiles, monitoring systems, and air conditioning systems also result in continuous electricity consumption and equipment maintenance costs.

[0005] 3. Poor passenger convenience and experience: The existence of the concourse level makes passenger flow into and out of the station lengthy and complex. For elevated stations, passengers usually need to go through multiple vertical transportation transfers between the ground and the concourse and the platform. Especially for side-platform elevated stations with limited space, since the concourse occupies valuable space under the bridge or on the side, it is often difficult to install accessible vertical elevators that can take you directly from the ground to the platform in an ideal location. This poses a significant obstacle to the passage of the elderly, disabled people, and passengers carrying large luggage or strollers, reducing the fairness and inclusivity of public transportation.

[0006] 4. Limited System Expansion Flexibility and Urban Integration: The large and enclosed station buildings appear out of place in the urban landscape, fragmenting the urban space. At the same time, the high construction costs limit the densification of the BRT network and its extension into secondary passenger corridors, making decisions on adding new stations extremely cautious and hindering the flexible expansion and optimization of the BRT network.

[0007] Therefore, how to overcome the drawbacks of the existing BRT system's "station-centric" heavy asset model and develop a more economical, efficient, and human-centered next-generation rapid transit system has become an urgent technical problem to be solved in this field. Summary of the Invention

[0008] The purpose of this invention is to address the shortcomings of existing technologies by providing a rapid transit system and method based on onboard ticketing and inspection.

[0009] The specific technical solution is as follows: A rapid transit system based on onboard ticketing and collection includes: At least one Bus Rapid Transit (BRT) vehicle; and At least one Bus Rapid Transit (BRT) station that matches the operating route of the BRT vehicle; The bus rapid transit vehicle is equipped with at least one contactless payment terminal inside the vehicle, which is used by passengers to pay for their tickets after boarding. Furthermore, the BRT station does not include an enclosed concourse level for ticket sales or ticket checking; passengers can directly access the platform level for waiting through an open passageway.

[0010] Optionally, the BRT station is an elevated station, and the BRT station includes a platform, a canopy above the platform, and a vertical transportation core connecting the ground to the platform.

[0011] Optionally, the vertical transportation core includes at least one of stairs, escalators, or elevators; the elevator is configured to connect directly from the ground floor to the platform floor to create an accessible path.

[0012] Optionally, the contactless payment terminal includes at least one of a QR code scanning device, a near-field communication sensing device, or a biometric device; the biometric device is a facial recognition payment terminal.

[0013] Optionally, the BRT station is a ground-level station with an open design. The BRT station includes a waiting platform, a canopy, and a passenger information display screen, and does not have an enclosed station building structure.

[0014] This invention provides an operation method for a rapid transit system based on onboard ticketing, comprising the following steps: a) Passengers enter the platform level of the BRT station through an open passageway to wait for the bus; this entry process does not require prior ticket purchase or passing through ticket gates. b) After the BRT vehicle arrives at the platform level, passengers can board directly; c) Passengers may pay their fares using the contactless payment terminals located inside the carriages during or after the journey.

[0015] Optionally, the payment methods described in step c) include: scanning a QR code using a mobile device, making contactless payments using a device that supports near-field communication, or making payments using biometric information such as facial recognition.

[0016] Optionally, the method eliminates the need for passengers to queue for tickets, ticket checks, and security checks in the station concourse by placing the ticket sales and inspection process inside the vehicle, thereby optimizing passenger flow and shortening entry time.

[0017] This invention provides a method for optimizing the structure of a rapid transit bus station. This method simplifies the station structure by reconstructing the ticketing and fare collection process, including: a) Adopt the "onboard ticketing and inspection" model, which involves deploying payment terminals inside the BRT vehicles, to replace the traditional "station ticketing and inspection" model; b) Based on the aforementioned “ticket sales and inspection on board” model, when designing or renovating BRT stations, the enclosed station hall or station building structure used for ticket sales and inspection functions shall be eliminated; c) Simplify the main functional structure of the station to include only the platforms, shelter facilities, and access facilities that are necessary for passengers to wait for their trains.

[0018] Optionally, for elevated stations, the optimization method further includes: utilizing the ground or under-bridge space freed up by eliminating the concourse structure to install vertical elevators that can directly access the platform from the ground, thereby fundamentally improving the station's accessibility.

[0019] Compared with the prior art, the present invention has the following beneficial effects: Significantly reduce station construction costs: Eliminating the concourse level significantly reduces the size, structural complexity, and workload of elevated stations; ground-level stations can eliminate the need for dedicated station buildings, making construction costs approach those of a high-standard conventional bus station.

[0020] Optimize the operating cost structure: The station does not need closed management, which can significantly reduce or even eliminate fixed positions such as ticketing and station management, shifting the focus of operations from "station management" to more efficient "vehicle service and intelligent dispatching", resulting in significant long-term economic benefits.

[0021] Fundamentally improves accessibility: Eliminating the massive station hall structure creates ample physical space for vertical elevators that go directly from the ground to the platform, making it simple and feasible to build a fully accessible and convenient access system, greatly improving the travel experience for all passengers, especially people with mobility impairments.

[0022] Improving system economy and network adaptability: The significantly reduced investment threshold makes it possible to promote the application of BRT system in more small and medium-sized cities or secondary passenger corridors. The open stations are also easier to integrate into the urban environment, which facilitates the flexible adjustment of the line network and the addition of stations. Attached Figure Description

[0023] Figure 1 This is a structural schematic diagram of an elevated BRT station in one embodiment of the present invention, showing the lightweight, open structure after the concourse level is eliminated.

[0024] The following are the labels in the attached diagram: 1. Bus Rapid Transit Vehicle; 2. Bus Rapid Transit Station; 21. Platform Level; 22. Canopy; 23. Vertical Transportation Core; 231. Staircase; 232. Escalator; 233. Vertical Elevator. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0027] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0028] Reference Figure 1 This embodiment discloses an elevated rapid transit system applied to urban main roads. The system mainly consists of two parts: modified BRT vehicles and "concourse-less" elevated stations.

[0029] In this embodiment, the BRT vehicle is a 12-meter single-unit high-capacity bus or an 18-meter or 25-meter articulated high-capacity bus (vehicle length is for reference only and not fixed). The main modification lies in the integration of numerous diverse contactless payment systems within the passenger compartment. Specifically, an integrated payment terminal is installed on the pillars or side walls near each door (e.g., the front, middle, and rear doors). This terminal integrates at least two or more of the following payment modules: a QR code scanning module, an NFC sensing module, or a biometric module. The QR code scanning module includes a wide-angle camera specifically designed to scan the boarding code generated by payment applications (such as Alipay or WeChat Pay) or a public transport app on the passenger's mobile phone. The NFC sensing module includes an NFC sensing area compliant with the ISO / IEC 14443 standard, supporting "tap-to-pay" payments using NFC-enabled mobile phones, bank cards, or physical public transport cards. The biometric module includes a high-definition infrared camera and a corresponding processor for facial recognition payments. This system requires pre-collection and binding of the user's facial information to their payment account. When a passenger passes by, the device automatically recognizes their face and deducts the fare. All payment terminals are connected to the vehicle's central control unit (VCU) via an onboard bus (such as a CAN bus). The VCU is responsible for collecting payment data and interacting with the remote public transport operation settlement center in real time or near real time via a 4G / 5G communication module to complete transaction clearing and settlement. This distributed, multi-mode payment deployment ensures that even during peak hours, passengers can complete payments quickly and conveniently, avoiding congestion inside the vehicle.

[0030] Reference Figure 1 In this embodiment, the elevated station abandons the large enclosed concourse level of traditional BRT stations, and its main structure is simplified into three main parts: platform level 21, canopy 22 and vertical transportation core 23.

[0031] Platform 21 is an important area for passengers to wait for and board / alight the train. It is usually located at the same elevation as the BRT dedicated lane. Platform 21 is equipped with facilities such as safety doors (platform screen doors), waiting seats, dynamic route information display screens, and emergency call buttons. The width and length of platform 21 are designed according to the long-term passenger flow forecast of the line.

[0032] The canopy 22 is located directly above the platform level 21, providing passengers with shelter from wind, rain, and sun. The design of the canopy 22 emphasizes lightweight and transparency, and can be made of modern materials such as steel structure, membrane structure, or glass. Its structural load is much smaller than that of a complete station hall level.

[0033] The vertical transportation core 23 is a key component connecting the ground level and the elevated platform level 21. Unlike traditional stations where all vertical transportation is concentrated in the concourse, the vertical transportation core 23 in this embodiment can be arranged more flexibly and dispersedly. Typical configurations include: staircases 231 and escalators 232 located at both ends or in the center of the platform 21 to meet the rapid evacuation needs of large passenger flows; see reference. Figure 1 The key optimization of this embodiment is that at least one vertical elevator 233 is added by utilizing the space under the bridge or in the central green belt of the road freed up after the cancellation of the station hall. The elevator car rises directly from the ground floor to the platform floor 21 without stopping at any other floor (such as the illusory station hall floor). This provides a truly seamless barrier-free passage for passengers with disabilities, the elderly and other mobility difficulties.

[0034] By eliminating the enclosed station hall structure, the entire station's physical form is open, allowing for better air circulation and a higher degree of visual integration with the urban environment. More importantly, its civil engineering workload, steel consumption, and construction complexity are reduced by 30%-50% compared to traditional elevated stations, resulting in significant cost savings. Therefore, this invention fundamentally reduces station construction costs (civil engineering, equipment) and long-term operating costs (labor, energy consumption, maintenance), achieving economic efficiency throughout its entire lifecycle. This leads to a higher return on investment and stronger financial sustainability for BRT projects.

[0035] Furthermore, the operation method of the Bus Rapid Transit (BRT) system based on onboard ticketing provided in this embodiment changes the passenger's travel experience, mainly including the following steps: (1) Entering the station: Passengers can directly reach the entrance (staircase 231, escalator or elevator) of the vertical transportation core 23 from the street ground via the pedestrian crossing or overpass. This process is completely open and does not require purchasing or checking tickets, just like entering an ordinary pedestrian overpass. (2) Waiting for the train: Passengers can directly reach the platform level 21 through the vertical transportation core 23 and wait for the train in the corresponding area according to the instructions on the information screen; (3) Boarding: When the BRT vehicle arrives at the station, the safety doors and the vehicle doors open in alignment, and passengers board directly; (4) Payment: After boarding, while the vehicle is in motion, or before alighting, passengers can choose any convenient onboard payment terminal to complete the payment; for example, by scanning a QR code with their mobile phone, swiping an NFC card, or directly "scanning their face". The entire payment process is completed within a few seconds and does not affect the normal operation of the vehicle; (5) Getting off the train and exiting the station: After arriving at the destination station, passengers get off the train and arrive at platform level 21, and then return directly to the ground through vertical transportation core 23.

[0036] To prevent fare evasion, the system can be supplemented with corresponding inspection mechanisms. For example, AI analysis of passenger behavior can be used through onboard cameras to identify unpaid passengers, and mobile inspectors can conduct random checks. Simultaneously, a credit system can be established to record and punish malicious fare evasion.

[0037] This method simplifies the boarding process, freeing passengers from the cumbersome steps of "entering the station - purchasing tickets - ticket inspection - waiting - boarding," and achieving a seamless experience of "entering the station - waiting - boarding - payment." In particular, by installing direct elevators, it completely solves the barrier-free access problem of traditional elevated stations, reflecting the humanistic care and fair service principles of public transportation. Transforming fixed, labor-intensive "station management" into mobile, technology-driven "vehicle services" not only reduces the waste of human resources but also makes operation and management more flexible and data-driven. Operators can conduct more scientific route scheduling and capacity allocation based on accurate passenger flow and payment data.

[0038] Furthermore, the optimization method proposed in this invention for ground-based BRT systems is applicable to ground-based BRT systems. In the traditional model, even ground-based BRT often requires the construction of enclosed ticket booths, which also suffers from high costs, large land occupation, and inconvenient management.

[0039] The design of ground-level BRT stations can be greatly simplified using the optimization method of this invention. The specific steps are as follows: (1) Process restructuring: First, the system's operating mode was determined to be "ticketing and inspection on the vehicle", that is, all payment transactions were completed on the vehicle; (2) Simplified structure: Based on the above model, when designing the station, the construction of an independent, enclosed ticket office is completely eliminated; (3) Functional redefinition: The function of the ground station is redefined as a pure "waiting + information service", and its physical structure can be simplified to a high-standard open bus station 21, mainly including: The waiting platform 21 has been widened and lengthened to accommodate the large passenger flow of the BRT. An integrated canopy covering the entire waiting area; A clear passenger information system (PIS), including LCD or LED displays, that shows vehicle arrival information, route maps, and announcements in real time; Necessary security facilities, such as surveillance cameras and emergency call points.

[0040] This optimization method significantly reduces the construction cost of ground-level BRT stations, making them almost equivalent to a well-equipped conventional bus station. This significantly lowers the barrier to entry for BRT network construction, making it particularly suitable for promotion in cities with limited budgets or corridors with moderate passenger flow. This accelerates the popularization of rapid transit networks and generates huge social and economic benefits.

[0041] In summary, this invention triggers a chain of optimizations to the entire BRT system through the core process of "on-board ticketing and inspection." Compared to existing technologies, the lightweight, open-plan "concourse-less" stations reduce the physical and visual fragmentation of urban space, are more easily integrated into the neighborhood environment, and improve the quality of urban public space. Furthermore, this invention effectively lowers the technical and financial barriers to BRT systems, making them no longer exclusive to a few large cities, and providing a practical technical path for more cities of varying sizes and development levels to build efficient and economical rapid transit networks.

[0042] The above are merely preferred embodiments of the present invention and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should recognize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A rapid transit system based on onboard ticketing and collection, characterized in that, include: At least one Bus Rapid Transit (BRT) vehicle; as well as At least one Bus Rapid Transit (BRT) station that matches the operating route of the BRT vehicle; The bus rapid transit vehicle is equipped with at least one contactless payment terminal inside the vehicle, which is used by passengers to pay for their tickets after boarding. Furthermore, the BRT station does not include an enclosed concourse level for ticket sales or ticket checking; passengers can directly access the platform level for waiting through an open passageway.

2. A rapid transit system based on on-board ticketing and inspection as described in claim 1, characterized in that, The BRT station is an elevated station, and includes a platform, a canopy above the platform, and a vertical transportation core connecting the ground to the platform.

3. A rapid transit system based on on-board ticketing and inspection according to claim 2, characterized in that, The vertical transportation core includes at least one of stairs, escalators, or elevators; the elevators are configured to connect directly from the ground floor to the platform floor to create an accessible path.

4. A rapid transit system based on on-board ticketing and inspection as described in claim 1, characterized in that, The contactless payment terminal includes at least one of a QR code scanning device, a near-field communication sensing device, or a biometric device; the biometric device is a facial recognition payment terminal.

5. A rapid transit system based on on-board ticketing and inspection according to claim 1, characterized in that, The BRT station is a ground-level station with an open design. It includes a waiting platform, a canopy, and a passenger information display screen, and does not have an enclosed station building structure.

6. The method for operating a rapid transit system based on on-board ticketing and inspection according to any one of claims 1-5, characterized in that, Includes the following steps: a) Passengers enter the platform level of the BRT station through an open passageway to wait for the bus; this entry process does not require prior ticket purchase or passing through ticket gates. b) After the BRT vehicle arrives at the platform level, passengers can board directly; c) Passengers may pay their fares using the contactless payment terminals located inside the carriages during or after the journey.

7. The operation method of a rapid transit system based on on-board ticketing and inspection according to claim 6, characterized in that, The payment methods described in step c) include: scanning a QR code using a mobile device, making contactless payments using a device that supports near-field communication, or making payments via facial recognition.

8. The method for operating a rapid transit system based on on-board ticketing and inspection, as described in claim 6 or 7, is characterized in that... The method eliminates the need for passengers to queue for tickets, ticket checks, and security checks in the station concourse by placing the ticket sales and inspection process inside the vehicle, thus optimizing passenger flow and shortening entry time.

9. A method for optimizing the structure of a rapid transit bus station according to any one of claims 1-5, characterized in that, The method simplifies the station structure by reconstructing the ticket sales and inspection process, including: a) Adopt the "onboard ticketing and inspection" model, which involves deploying payment terminals inside the BRT vehicles, to replace the traditional "station ticketing and inspection" model; b) Based on the aforementioned "on-board ticketing and inspection" model, when designing or renovating BRT stations, the enclosed station hall or station building structure used for ticketing and inspection functions should be eliminated; c) Simplify the main functional structure of the station to include only the platforms, shelter facilities, and access facilities that are necessary for passengers to wait for their trains.

10. The method for optimizing the structure of a rapid transit bus station according to claim 9, characterized in that, For elevated stations, the optimization method further includes: utilizing the ground or under-bridge space freed up by eliminating the concourse structure to install vertical elevators that can directly access the platform from the ground, thereby improving the station's accessibility.

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