TITLE: METERING IN SHAKE RIDING TRANSPORT SYSTEMS

This invention relates to metering in a share riding transport system and particularly, but not exclu¬ sively, to share riding in taxis.

Certain electronic taximeters are known to be able to calculate discounted fares for each passenger, when more than one passenger isRiding in a taxi or microbus at any particular time. With such known taximeters the meter is activated to calculate discounted fares when all passen¬ gers intending to share the said vehicle have actually entered the vehicle. The taximeter is then activated to calculate and display a discounted fare, where the discount is related to the number of passengers sharing the vehicle. With such taximeters, it is often the case that the discounting of fares is highest when the number of passengers sharing the vehicle is largest, and the discount reduces with fewer passengers.

The meter actually calculates and displays a single discounted fare, which is to be paid by each passenger travelling in the vehicle at that time. It is often the case that passengers sharing such a vehicle will wish to alight from the said vehicle at different points along the vehicle's route. With such known taximeters, each alighting passenger pays the fare currently being displayed on the taximeter. Coincident with a passenger's disembarkation, the meter is then activated to calculate further fare increments at a different "discount rate, where the rate is determined by the number of passengers

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remaining in the vehicle for a further stage of the route.

In essence therefore, such known taximeters actually calculate and display a single continuous fare, where the rate of increase of that fare may differ along 5 the vehicle's route, and where the rate of increase is related to the number of passengers sharing the vehicle at the current time. Each passenger then pays the fare being displayed when the vehicle arrives at his or her point of disembarkation.

10 A disadvantage of such known taximeters is that, while they are able to calculate discounted faresfor passengers alighting at different points, they are unable to calculate discounted fares for passengers boarding at different points. Often with such known taximeters a

15 compromise is envoked, such that if a number of passengers wish to board at certain different points, the meter is activated when the last passenger has boarded. This compromise, however, restricts profitable usage of the vehicle to carrying a number of passengers from one locality

20 (where individual pick-up points are close to one another) , to a locality or localities some distance away.

Thus, it is one object of the present invention to provide an improved meter which avoids the aforementioned disadvantage.

25 It is another object to provide an improved share riding transport system.

It is a still further object to provide an improved method for calculating fares in a share riding transport system.

30 The invention therefore provides an electronic meter for a share riding transport systems characterized in ^' that, said meter is adapted to calculate and display a plurality of different individual fares, and each said fare is activated and deactivated independently of the

35 other said fares currently being calculated by said meter.

In order that the invention may be more readily understood a particular embodiment, relating to a taximeter,

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will now be described with reference to the accompanying drawings where:

Fig. ICal is one part of a circuit block diagram of a taximeter according to the embodiment,

Fig. 1(b) is the other part of the diagram of

Fig. 1(a) , Fig. 2 is a program flow chart for the taximeter shown in Figs. 1(a) and 1(b). Fig. 3 is a line graph of fare calculation in a conventional share riding system, and Fig. 4 is a line graph of fare calculation in a share riding system according to this invention. Reference is initially made to Fig. 1(a).

Circuit 30 comprises the central element of the taximeter's electronic system. It is a microcomputer circuit comprising a "central processing unit" which performs all the calcula¬ tions required and interprets the program instructions; a "hardware timer" which is controlled and monitored by the "central processing unit" to count out accurate time intervals; some "read/write memory" which is used like a scratchpad to store intermediary calculation results, and to store "flags" and parameters describing the meter's current operation mode; and "input-output" interface circuits through which the "central processing unit" may monitor and control other electronic activities in the system, such as the keypad and displays.

Circuit 30 may be implemented by a number of discrete circuit packages, the number depending on the level of "integration" or sophistication chosen for each circuit component required to implement the complete circuit. For reasons of size reduction and assembly time minimization a single "large-scale-integrated circuit" has to be used to implement the complete circuit block 30.

Circuit 31 is frequency reference which pro¬ vides the basic timing source required to operate the complete taximeter system. It is directly connected to

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circuit 30 since the latter is the central electronic element via which all other circuitry is controlled. Circuit 31 may Be an oscillating L-C circuit, other similar discrete oscillator or a single quartz crystal. The latter 5 has been chosen because crystals may be manufactured to oscillate extremely reliably at a particular frequency prescribed by the user, and this frequency will be highly stable, that is, it will not alter appreciably with varying ambient environmental changes. The crystal actually speci-

10 fied oscillates at a frequency of 6 Megahertz (MHz) .

Circuit 32, is a "demultiplexing circuit" which serves to demultiplex the multiplexed bidirectional address/data buss (39) . This bus (39) comprises a series of electronic paths via which circuit 30 addresses (or

15 calls-upon) other circuits in the system, and over which data is transmitted to or from circuit 30 and other circuit elements. Circuit 32 may be implemented by a parallel network of D-type latches. Bus 37, is a unidirectional control bus, along which certain control signals are sent

20 from circuit 30 to other elements. Circuit 32 receives information from buses 39 and 37 and demultiplexing of 39 is performed in. conjunction with control signals (37) to produce a "demultiplexed address bus" (40) which serves to address certain memory elements in memory arrays 33

25 and 34.

Circuit 33 is a memory array as first indicated but is the type of memory from which data may be read only. It is designated an "erasable-programmable-read-only-memory" t .EPRΘM") and contains the entire micro-computer system's

30 control program together with tariff constants required to generate taxi fares for particular regions. Since the EPROM is erasable, the tariff or taxi fare rates may be altered -to suit regional requirements by alteration of appropriate constants. These constants are not alterable

35 while circuit 33 is in the "in-circuit" condition. For alteration it must be removed from the circuit board to which it is connected and altered by means of external laboratory equipment.

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Circuit 33 is "addressed" by circuit 30 along input address paths 40 and 38, the latter of which is a "multiplexed address/input-output Bus". Buses 38 and 40 operate in concert with bus 37 to read data from circuit 33, the said data existing circuit 33 via bus 39 from which it is read by circuit 30 for progressing.

Circuit 34 is also a memory array but differs from circuit 33 in that the former (34) is read/write memory, which means that circuit 30 may read from or write into this memory array. Circuit 34, is addressed by 30 along bus 40 which acts in concert with.bus 37. Memory data may pass in either direction between circuits 30 and 34 via bus 39.

Circuit 35 is a battery support system for main- taining intact the data in circuit 34 in the eventuality that the entire taximeter is removed from its external power source (say the vehicle battery) . Circuit 35 is implemented as a rechargeable battery system which is constantly trickle-charged during external power applica- tion periods to provide up to 6 months of battery back up power in the event of long term external power removal.

. Circuit 55, comprises a keypad to which 4 button are electrically connected. The keypad 55 communicates with circuit 30 via a "bidirectional input-output bus" 36. The keypad 55 provides the medium by which taximeter activity is controlled by the operator.

Reference is now made to Fig. 1(b) , the continu¬ ation of the circuit block diagram represented in Fig. 1(a). Circuit 54 is an array of 8 seven-segment light emitting diode displays and 2 discrete light emitting diode lamps. This array is controlled by circuit 30 via bus 36 and circuits 41 and 42.

Circuit 41 decodes the binary-coded-decimal data present on bus 36 into 7-segment display data for activation of any of the 7 individual elements which comprise a display digit. . Data from circuit 41 is presented to each of the 8 digits simultaneously.

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Circuit 42 is a "one-of-eight decoder/driver" circuit and is directed by circuit 30, via Bus 36, to activate only one of the 8 digits at any moment in time. Hence even though circuit 41 presents the same data to all digits at any moment, circuit 42 activates only the digit which is designated to receive this data as prescribed by circuit 30, and only that designated digit (addressed by 42) will illuminate and indicate data to the operator. By means of circuits 41 and 42, circuit 30 actually directs the illumination of only one digit (of the array) at any moment in time, where directions from circuit 30 change at least 800 times every second to activate each digit in a cyclic manner at least 100 times a second thereby sequencing the turn-on and turn-off of each digit in a cycle at a rate of faster than 100 times per second, which produces an image to the operator of all digits being illuminated at any one moment. This is a widely practiced electronic technique called "display multiplexing".

Circuit 43 is an "input/output expander" which serves to "expand" the otherwise limited input-output capacity of bus 38. Circuit 43 is controlled by circuit 30 via buses 37 and 38. It is via circuit 43 that circuit 30 may transmit data to, or receive it from other elements such as, for example, 44, 45 and 48 along bidirectional bus 38.

Circuit block 44, represents a "dual-in-line switch pack" via which the taximeter may be calibrated for use in individual vehicles. A particular combination of on/off positions of the 8 switches (in 44) represents a binary combination relating to the number of revolutions of the speedometer cable a particular vehicle performs when driven over a standard length of roadway, say 1 kilometre.

The number of said speedometer cable revolutions per kilometre driven will vary from one vehicle to the

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next, where said number of revolutions is dependent on many factors such as tyre size, tyre pressure, degree of tyre wear, gear box ratio, differential box ratio, and the like. Thus in order to ensure that the taximeter records an accurate fare, the said meter must be initially calibrated for use in that vehicle, where said calibration is effected by selecting appropriate on-off combinations on switch pack 44.

Circuit 45 is a block containing high current drive circuits for activation of external indicator lamps such as a taxi's dome light. Circuit 43 provides the appropriate signals (as directed by circuit 30) but the electrical current carrying capability of signals origin¬ ating from circuit 43 is much too light to effect switching of the required indicators. Thus circuit 43 controls external indicators via circuit 45 which performs the necessary electrical current amplification required.

Circuit lines 51 are connected to the indicators after passing outside the taximeter via a back panel connector (not shown) . Elements to the left of the dashed line in Fig. 1(b) are housed inside the meter's case, whereas elements to the right of the said line are outside the taximeter's case, and connected to the meter circuitry via the said connector. Circuit element 47 is a transducer assembly which converts each revolution of a taxi's speedometer cable (not shown) into 8 sequential electronic signals, which the meter detects to determine distance travelled. The speedometer cable is actually coupled to element 47 which contains a shaft (not shown) adapted to revolve in concert with the cable. A flat disc (not shown) is mounted on the shaft and the disc also revolves with the shaft and cable. Eight holes are drilled in the disc close to its outer perimeter and located so that each hole is equidistant from its adjacent holes around the circumference of the - disc. A light emitting diode (not shown) and a photo¬ sensitive transistor (not shown) are located in the trans¬ ducer assembly, such that infra red light from the diode

shines directly on the phototransistor, which is sensitive to the presence of this light. The disc is aligned so that it rotates through the light beam. When one of the eight holes is in line with the Beam, the light activates the transistor, and conversely when a hole is not in line with the beam, the beam is blocked and the transistor is not activate .

Signals from the said phototransistor are trans¬ mitted from circuit 47 to circuit 46 (inside the meter) where circuit 46 is a signal-conditioning circuit, such as a "Schmitt-trigger" which conditions said signals for passage- to circuit 48. The latter circuit is a "recognition and acknowledgement" circuit (in the form of a "flip-flop") which is controlled by circuit 43, and which directs trans- ducer signals to circuit 30 for processing and counting, via bus 36.

Circuit 49, performs two functions. It accepts power (along line 52) from the vehicle's electrical source, such as a car battery, and conditions this source for use in the meter. A voltage of between +ll and +14 volts may be present on line 52 during meter operation, and as long as this voltage is between +7 and +30 volts, circuit 49 provides a stable regulated output voltage of +5V to drive all the meter's circuit elements. Furthermore circuit 49 incorporates a "Schmitt- trigger" circuit to detect voltage fluctuations. When the voltage drops below say +8 volts the trigger shuts the taximeter down by activating line 50, which disenables operation, of circuits 30 and 34 and sends these circuits into a standby-non-operational condition whereby the circuits cease to communicate and data is retained in circuit 34 by means of battery support system 35. When the input voltage (52) again rises above say +10 volts these circuits (30 and 34), are re-enabled for operation. Due to the low power requirement of the circuit components, the fact that only the data storage components are powered in the event of main power failure and the trickle charging

feature for the auxiliary battery it is possible to retain data for up to six months from disconnection of the main battery supply.

Bus 53 is a Bidirectional bus which enables the meter to communicate with external electronic systems such as a receipt printer, should such external options be required.

In order to fully detail how the taximeter operates it is necessary to describe how the program lodged in circuit 33 is configured. The basic configuration is shown in Fig. 2, the program flow chart- Circuit 30 reads and processes program instructions in a sequence determined by the program itself and each instruction is executed in less 5 millionths of a second by the said circuit. Upon power application to the meter, circuit

30 begins executing instructions at program item 10, to which it only returns after power has again been applied following a description in input power.

The program initialization path can take one of two routes namely:- 10, 11, 12, 13, 14 and 16, or alternatively, 10, 11, 15, 14 and 16 as indicated in Fig. 2. This will be further explained later.

Following initialization, "circuit 30 begins execution of the "main loop" of the program and this loop is indicated by the paths which join program blocks 17, 18, 19, 20, 21, 22, 23, 24 and then back to block 17. This entire loop (or body of program instructions) is executed by circuit 30 approximately one every millisecond. The separate blocks of program instructions contained within this loop, direct circuit 30 to supervise to total operation of the meter in all its facets, including:- recognition and interpretation of front panel key depressions (18) control of front panel displays (20) - control of external indicators (21) calculation of taxi fares C23) - maintenance of 16 separate items in memory circuit 34 (18, 22, 23)

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and further as described later.

The front panel keys C55J provide the means by which the operator may control meter activity, and this includes the starting and stopping of separate taxi fares, the selection of which fare is to Be displayed at any given moment, the addition of extras to a fare, the alteration of rate (or tariff) upon which the fares are to be based, and the display (for purposes of inspection) of individual items from memory. The information which may be displayed (on circuit 54) is stored in sequence in memory circuit 34. Even if power is removed from the meter this data is main¬ tained intact since circuit 35 provides enough auxiliary power to maintain this data for up to six months. The list below indicates that circuit 34 is divided into "memory regions" where each region is avail¬ able for the storage of particular items of information.

Memory Region (within Contents circuit 34)

0 NUMBER 1 FARE DATA 1 Digital clock, indicating time of day

2 Total fares recorded ($ . )

3 Total kilometres travelled

4 Paid kilometres travelled 5 Number of separate sole-hirer fares

6 Number of separate fare unit increments

7 Number of separate extrasunit increments 8 Total engaged time (Ers. _. Mins)

9 Time last trip started

10 Time last trip ended

11 Total Kms at last trip start

12 Total Kms at last trip end 13 Current vehicle calibration

(Revs/Km) ¹⁴ Speedometer cable revolution count

15 Extras data for fare No . 1

16 Number of separate share-ride fares

17 Intermediary calculation results ,

"FLAGS" and operating parameters cyclically "dumped" from circuit

30

18 Number 2 fare data

19 Number 3 fare data

20 Number 4 fare data 21 Number 5 fare data

22 Number 6 fare data

_*

23 Number 7 fare data

24 Number 8 fare data

25 Number 9 fare data 26 Number 10 fare data

27 Set of 10 "FARE FLAGS" (one flag is assigned to each of the 10 fares, and the flag indicates whether or not that fare is currently activated)

28 Register indicating the number of separate fares currently operating

29 Register indicating the identifica¬ tion number of the fare currently being displayed

30 "FIRST DROP FLAG", set during the first drop of a share-ride trip

31 "Drop Entry Counter", used during the incrementation of share-ride trips.

32 "PRIMARY FARE FLAG", set when the first fare has been activated after the meter was in a com¬ pletely vacant mode. _^ This data stored in circuit 34 is critical to ensure correct operation of the meter. The data stored in regions 2 to 8 inclusive, is especially important when evaluating the total work done and operating efficiency of

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the taxi, and must Be preserved against interference by unscrupulous taxi drivers. Consequently the meter has been designed in such a way, that data may Be cleared from circuit 34 completely, only if the meter case is opened (after breaking its seal) and a "clip lead" is attached to a line on bus 36 to ground the SYSTEM CLEAR line prior to reapplication of power following a disruption in supply.

Taxi drivers do not have access to the interior of the meter (because of the seal) and therefore power reconnection after an interruption will not clear circuit 34 of its data because the SYSTEM CLEAR dine cannot be grounded from the exterior of the case.

Item 11 in Fig. 2 is processed immediately after power reapplication. This program block has the function of testing the SYSTEM CLEAR line. If it has been -grounded program flow passes from block 11 to block 12 wherein circuit 30 is instructed to clear all data from circuit 34. If the SYSTEM CLEAR line is not grounded, the program passes from block 11 to block 15, wherein circuit 30 is directed to retrieve its prior operating data from region 17 of circuit 34, and. data in other regions of circuit 34 is left unaltered.

After clearing circuit 34 of its data (block 12) , program flow passes to instruction block 13. This is a complicated program block in which many initializing calculations are performed. Under the direction of instructions located in this block, circuit 30 reads the current vehicle calibration (revolutions/km) from circuit 44 (the switch pack) and stores this information in memory ^* region 13 (circuit 34) . Circuit 30 then sets the tariff to number 1 and is directed to assume single fare operation (the default condition after "system clear") and reads the programmed constants relating to this particular tariff and mode of operation from circuit 33. In particular circuit 30 reads the number of metres to be travelled to effect a fare increment, and the time elapsed to effect a fare increment. Within block 13, calculations are then

performed to determine

(a) the number of transducer pulses to be counted for each 100 metres travelled;

(b) the number of said pulses required to effect a fare increment, and the elapsed time required to effect a fare increment;

(c) the velocity at which meter operation and fare calculation changes from time based fare determination to distance based fare determination.

Once this data is calculated the results are stored for later reference in circuits *• 30 and 34 .

Regardless of which path was followed ^" as a result of the test at item 11, program flow proceeds to blocks 14 and 16 where the "hardware timer" in circuit 30 is initialized to time out every 20 milliseconds. This timer operates in parallel with program execution as described in Fig. 2 and at each 20 millisecond timeout an auxiliary program interrupts the program shown in Fig. 2 and resets the timer immediately for determination of the next 20 millisecond time interval. This auxiliary program also counts the progressive number of 20 millisecond time-outs and sets a "flag" in circuit 30 each time a second has elapsed. This flag is monitored, as described later.

The program then enters the "main loop" at instruction block 17. Block 17 has the function of directing input circuitry in circuit 30, to count any transducer pulses (by way of interrupt ) which may be present on bus 36 after passage through circuits 46 and 48.

Following this, the program executes from block 18 in which circuit 30 scans the front panel keys, circuit 55, via bus 36. It is via these keys that the meter's operating mode may be altered. Depending on which key is pressed and the sequence of such depressions, program block 18 will set various "Flags" and parameters in certain registers contained within circuits 30 and 34 for l

( OMPI

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interpretation by other program blocks within the afore¬ mentioned "main loop". Such flags or parameters would indicate whether indeed any fares have Been started, and if so, how many fares have been started, (regions 27 and 28 5 of circuit 34) _. , and whether such a fare or fares are to be based on distance travelled alone, or a combination of both time elapsed and distance travelled. Likewise other flags and parameters are set during execution of program block 18 to completely specify the required mode of meter opera-

10 tion such as indicating which memory item was to be inspected whilst the meter is not calculating fares.

Program item 18 is not concerned with the actual activity of fare calculation or display of fares or memory items. It merely interprets keypad instructions and sets

15 up the conditions under which the microcomputer (circuit 30) will determine what ought to be done in later program items.

Program execution then passes to item 19, during the execution of which, circuit 30 dumps all its flags, parameters and registers (containing intermediary calcuia-

20 tion results) into region 17 of circuit 34 in anticipation of a later interruption of applied power.

It is these vital flags, parameters and registers that are restored to circuit 30 during execution of item 15 after "non-destructive" power reapplication.

25 Program item 20 is executed next. In this item circuit 30 checks its body of flags and parameters (and those in circuit 34) and determines which data is to be displayed to the operator via circuit 54. The appropriate data is read from circuit 34 and the appropriate digit is *

30 illuminated. Only one display digit is illuminated during each passage of the program through item 20 ^~ and each digit is subsequently illuminated once every 8 such passages, in a manner described earlier.

Program flow next continues to item 21, where

35 again circuit 30 accesses its internal registers to deter-

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mine hich of the external indicators are to be activated. Item 22 represents a Body of nstructions which initially determines whether the meter is being used in its revolution counter mode, and if so the instructions in this block direct circuit 30 to maintain revolution counter operation. *

It is in item 23 that the taximeter actually progressively calculates taxi fares. Firstly, circuit 30 determines whether or not any fares are actually being calculated. If this is not the case program execution passes to the latter section of item 23.where the program supervises the maintenance of memory data stored in regions 1, 3, 4 and 8 of circuit 34.

If, however, fares are currently being calculated the program then establishes whether operation is by distance only, or a combinationof time and distance by check¬ ing flags in circuit 30. For "distance only" operation, this program item merely establishes whether sufficient transducer pulses have been received to warrant another increment in fare. For "time/distance" operation this block determines which of the two variables is proceeding at a faster rate. It does this by counting the number of pulses in a given time period, say % second, (equivalent to the speed of the vehicle) and compares this to the change-over speed calculated in item 13. If the speed determined is faster than the said change-over speed, fare calculation is based on distance travelled; otherwise it is based on time. The microcomputer then determines whether suffi- ^• cient distance and/or time has elapsed to increment any fares currently operating by another fare increment. If this is not the case program execution returns to the latter section of item 23 as above. If, however, this is the case the microcomputer searches through the 10 -"fare flags" (located in section 27 or circuit 34) to determine which of the fares are to be incremented, and proceeds then to increment each of those operating fares by the same fare increment. (Fare data is stored in sections 0, and 18 to

OMPI

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26 of circuit 34) . The microcomputer similarly updates "TOTAL MONEY" Csection 2, circuit 34) by the sum total of the monetary increments just made to all the operating fares. Following this, the microcomputer sets a flag

(to be recognized by program item 24) to indicate that fare increments have taken place on this last passage of the program through the "main loop".

Finally, the latter section of item 23 is executed during which the program supervises the mainten¬ ance of memory data stored in regions 1, 3, 4 and 8 of circuit 34, as before.

Program flow then passes to item 24 which checks to determine whether the operator requested a tariff change (i.e. requested fare calculation to be based on an alterna¬ tive base rate) , or whether fare increments were performed during the previous passage through the main loop. If either of these conditions are in fact met, program execution passes to item 25 otherwise program execution returns to item 17 and the main loop is traversed once again.

During execution of item 25, calculations similar to those made in item 13, are performed. However, in this case the default condition after power initiation is not assumed. Instead, the microcomputer (circuit 30) checks one of its internal registers to determine which tariff is currently selected, and then it reads (from section 28 of circuit 34) the number of currently operating fares. From these two items of information the microcomputer then reads preprogrammed data in circuit 33 to determine the time and distance rates applicable to that particular tariff, and the rate at which the aforesaid time and distance are to be discounted for the number of individual fares currently being calculated. Thus item 25 establishes the time and/or distance required to further increment these operating fares and calculates the new cross-over velocity. As in item 13, this calculated information is stored for later reference

-^jΕE_

in circuits 30 and 34.

Hence it is the case that all further passages of the program through item 23 will result in fare incre¬ ment calculation being based on the results calculated in item 25, until such time as item 25 is again executed and again calculates the time and distance rates upon which fare calculation is to be based.

From the above discussion it is apparent that a synchronization process has taken place and this will be explained by way of an example. Say that the flagfall for taxi fares is to be $1.00 and that fare increments are to be 10 cents each. Say also that a single passenger has been riding in the taxi for some time and that the fare is now $2.50. Say also, that somewhere prior to the fare incrementing to $2.60, the taxi stops and accepts another passenger. The driver will now engage a separate fare for this second passenger. Up until this point the fare for the initial passenger has been operating at the single passenger rate, and since initiation of another fare causes neither the tariff to change nor a further fare increment on the first fare, program execution continues around the

.main loop bypassing item 25. Thus, as the taxi begins to move again with both passengers aboard, the rate at which the first fare is currently being calculated, remains unaltered.

Eventually the point is reached during which item 23 execution updates the first fare to $2.60. Even through the microcomputer recognizes that the second fare is also operating, this second fare is not incremented at this point, because the microcomputer recognizes (by inspection of flags) that this second fare was initiated somewhere during the period just prior to the first fare being incremented to $2.60.

Thus the first fare is now at $2.60 and the second fare remains at the flagfall rate. Passage of the program now passes to item 25 which calculates the time and distance ^* rate applicable to the current tariff discoun¬ ted by the predetermined two passenσer discount rate.

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From this point both operating fares will be calculated at these new rates and will be incremented simultaneously by program item 23. Thus the two fares have been synchronized to increment at the same point from here on. Note however, that from the time the second passenger boarded until the time at which the first fare was incremented to $2.60, the first passenger's fare was being calculated at a faster rate than the two passenger discount rate.

On the other hand the second passenger received a free ride up until this point was reached.

If now the second passenger alights before the first passenger, then the first passenger's fare continues to be incremented at the 2 passenger discount rate until the next fare increment. This two passenger rate will gen-: erally be lower than the single passenger rate and therefore the first passenger receives a slightly cheaper ride over this portion of his trip.

Consequently, while this first passenger did not receive the discount due immediately upon entry of the second passenger, he did continue to receive this discount for a short time after the second passenger alighted.

Since it-will be the case that on the average passengers will enter and exit taxis half way through a fare increment period, the nett effect on the first passen- ger's fare in this case will be negligible.

Share-ride taxi operation with this type of multiple-fare taximeter is envisaged to provide a service where individual passengers may enter and exit taxis at any point during the progress of a journey, and consequently all fares may be effected in the same way, by this process of synchronization.

This synchronization process and the consequent minor deviation from idealized multiple fare operation, is indeed a compromise. Ideally, the fare increment rate would be altered immediately upon variation in the number of fares operating, and thus different fares would increment at different

points during a trip. The probability of any two fares being synchronized would indeed be a very rare occurrence.

The process of synchronization is not however seen as a weakness in this system, rather it is considered as an innovative feature of the system, as it drastically reduces the program development cost of the product and the hardware required to implement it.

In order to more fully explain the share-ride system of operation let us consider that for a solitary passenger the taxi fare rate is $1.00 per kilometre, and that for each additional passenger the 'fare increment rate is reduced by 10%.

Thus we may construct a table of fare increment rates based on the number of individual passengers currently occupying the taxi.

NUMBER OF PASSENGERS FARE RATE

1 ^' $1.00 per Km

2 0.90

3 0.80 . " " - 4 0.70 " "

5 0.60

Since it is the case with known taximeters that only one fare can actually be calculated and displayed, current vehicle usage is limited to a scheme of vehicle operation indicated via line graph of Fig. 3. The horizon lines represent the distance travelled by each of say 5 passengers. During the initial section of the vehicle's route (section A) 5 passengers occupy the vehicle and hence the fare displayed on the meter accrues at a rate of $0.60 per kilometre (refer table above) .

At the end of section A, passenger 2 alights fro the vehicle and pays the fare currently on the meter. The meter is then activated to calculate fare increments based on 4 passengers occupying the vehicle. Thus throughout section B of the route the fare will increment at a rate of $0.70 per kilometre (see Table).

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At the end of section B, passenger 3 alights and pays the fare currently displayed on -the meter. The meter is then activated to calculate fare increments based on 3 passengers remaining in the vehicle. Notice now, that these remaining passengers have received a significant benefit from sharing the vehicle. Throughout sections A and B, the meter has been incrementing the fare at a heavily discounted rate of 40% (in Section A) and 30% (in Section B) of the fare which would have accrued had any of these passengers been a solitary occupier of the vehicle.

The process continues, until each passenger finally alights and finds that he has paid a much reduced fare as a result of sharing the vehicle. The present invention substantially improves the prospects of usage in share-ride vehicles by making it possible to start a number of individual fares at different points along the route.

This may be described by a line graph as shown in Fig. 4.

The present invention provides for a single taximeter to record a number of separate fares where each fare may be started and stopped independently of all other fares currently being calculated within the said meter. Each fare is separately stored in the meter.

While the embodiment provides a taximeter with a single fare display, any particular one of ^' the fares currently being calculated may be displayed in the said display upon request by the operator, via the front panel keys.

As a result of key depressions, and the starting and stopping of individual fares, the meter automatically determines how many passengers are currently occupying the vehicle, and therefore the rate of discount applicable. Initially as indicated in the graph above 3 passengers share the vehicle. The operator will consequentl activate 3 separate fares, and the rate of increase of

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these fares will b& 80 per kilometre as indicated by the Table above.

At the end of section A, another passenger enters the vehicle and the operator starts a separate 5 fare yet again for this particular client. In section B of the route the meter assesses that 4 individual fares are being calculated and hence increments each of these at the rate of 70£ per kilometre.

At the end of section B, passenger 2 alights 0 from the vehicle and pays the fare shown on the display corresponding to his trip. The operator then cancels this fare, and the meter determines that only 3 fares are now to be maintained. Hence throughout section C of the route each of the 3 remaining fares will increase at the rate of 5 80 per kilometre.

The above process continues until all passengers have alighted from the vehicle.

According to_ the embodiment the part of the display which, in a conventional meter would display the 0 tariff, is utilized to display the number of the particular passenger who's fare is being displayed. Also, the part of the display which, in a conventional meter would- display any "extras" is utilized to display the rate of discount (e.g. 20%) on the basis that "extras" would not be charged separately but would be taken into account when establishing fare rates and discounts.

The present invention provides for the prospect of substantially improved efficiency in share-ride trans¬ portation systems. The efficiency improvement is twofold. Firstly, it provides passengers with the added flexibility of being able to enter a ^" partially occupied vehicle, even after it has travelled for quite some distance with its current occupiers. It therefore -removes the necessity for passengers wishing to share-ride, to enter the vehicle at the same point, or at points within the immediate vicinity of each other.

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Secondly, it provides flexibility to the operator to pick up passengers even though he has been carrying his current passengers for some distance. Thus the prospect of increased revenue for the vehicle operator, and increased flexibility for individual passengers is readily appreciated.

Whilst the above described embodiments provides for the display of the individual fares separately on demand alternatives are envisaged. For example, the meter may be programmed to automatically cyclically display the individual fares in a parti¬ cular sequence or may be provided with individual displays for displaying all fares simultaneously. According to a further modification a separate display is provided to display the fare rate thus enabling ■ the passenger or passengers to readily view the actual rate at which the fare is being calculated at any one time. This latter modification is an alternative to displaying a tariff number relevant to the number of passengers in the vehicle at a particular time and providing a printed table in the . taxicab or other transport vehicle, displaying the charging rates corresponding to the various different tariffs. According to a further variation to the embodiment described the indiviudal fares are not discounted as the number of passengers increase but instead are incremented at a fixed predetermined rate. A meter having this variation is more suited to installation in a bus, particularly a micro-bus transport vehicle, where passengers board and alight at random along a set route and are charged the same rate irrespective of how many passengers are in the vehicle.

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